Vev

Hi Pud, I put the Iridium NGK XI9EAR in my Jab and have had them in there 125 hrs ... had a look at them on the weekend when I did my 25hr oil change and they still look perfect. The guys at Jab but me onto them and said they use them in their own aircraft. Cheers Jack

Rocketdriver, Many thanks this ... it makes sense and it does help. Cheers Jack

Tomo, Interesting comment about a using a little flap on the Jab. Myth or not??? A couple of years ago I went to the Cowra fly-in and spoke with the guys from Jabiru and was told that when the 160 is fully loaded just add 1 or 2 deg of flap and it will pick up the tail and increase air speed. I experimented with this and found I picked up 2-3 knots in S&L flight. The Jabiru guys said when the flaps a fully retracted the flaps are in a negative position. Cheers Jack

Thanks for the feedback and info on my question guys.... always something new to learn everyday! Cheers Jack

Hi Cloudsuck, I think I understand what you have said ..... but can you explain this to me in a little more detail and what this means in a practical sense with situations/examples? Cheers Jack

Hi Sue, May be not much help to you in Childers, but something to keep in mind (if Mogas is approved for your engine) and you are having vapour lock problems with Mogas in remote hot areas. Opal fuel is a Mogas 91 RON product but has basically the same chemical volatility profile as Avgas without the lead. The low volatility is why it can’t be used for petrol sniffing and was introduced by the Government in remote areas where they had a problems. However do make sure that Mogas is approved for your aircraft and do your own research (check with oil companies) and satisfy yourself about the suitability. Cheers Jack

Hi Sue, Thanks for the feedback … I can relate to your problems of accessing avgas through personal experience. Over the past few months there have been a number of fuels storage facilities removed around the country. Shell walked in a few months ago and dropped a bomb shell on our club and said we can either buy the facility or they will rip it out. Fortunately we managed to negotiate an acceptable deal and bought the tank and pump set up… we also have a new supplier who has given us a better deal too. Your new engine sounds like an interesting project and look forward to hearing how thing progress.... good luck with it all. Cheers Jack

I’m looking to take my Jab down south to Tassie to visit my daughter (she moved down there from Melb) and was wondering what airfield/s are available around Cygnet? The closest I can see is Sandfly but I was hoping to find something closer …. Any suggestions? Cheers Jack

Hi Kaz, Completely agree with your comments about wax – cloud point of diesel fuels, in fact it’s more complicated as it varies geographically as well as seasonally. What caught my attention was in the manufactures spec sheet, it said “Diesel/Jet A1” .. of cause Jet A1 won’t have the same issues and think this would be a better choice to avoid waxing. Basscheffers, The problem is Diesel Fuels vary considerably between seasons and region … to give you an example .. if you fill with Diesel, lets say March in Townsville, you will find the cloud point to be 11 deg C … if you then fly to south to Brisbane the max spec for cloud point is 3 deg C for the same period. If you delayed your flight until April the max cloud point is 0 deg C for Brisbane. Therefore the risk is about purchasing diesel fuels in warmer climate and flying into cooler geography/seasons as you may be at risk of fuel turning into wax in your fuel lines … not to mention the risk of fly high and cooling things off. Jet A1 has a very low cloud point and should never be an issue with the type of flying we do. Cheers Jack

Hi Sue, Sounds like a very interesting engine? Whilst I know it's a diesel, but what fuel is recommended by the manufacture? The reason I ask, is I would have huge concerns about the use of diesel fuels in Australia if diesel fuel was being considered. Cheers Jack

Hi John, This is not the simplest of questions but there is an answer. Castrol’s Magnatec is a very high quality engine oil which uses excellent base oils and additives to make it one of the best engine lubes on the market. Whilst its specifications including the US API specs and the European ACEA specs, which suggest it has backward compatibility and performance with earlier engine oils that included engine sequence tests on leaded fuels.. . however these tests are now somewhat obscure today … never the less it does indicate it is compatible with leaded fuels (albeit at lower levels of lead concentration than Avgas LL) and will most likely do a good job. The other issue to consider is your engine (Subaru??) was designed to use automotive style lubricants which have a different additive chemistry to ashless aviation lubes… therefore ashless aviation formulations are not really the best selection in my view. Fortunately for you, Shell has recently developed the Aero Shell Sport 4, which carries most of the recognised automotive specs, including the Japanese JASO MA motorcycle spec for wet clutches (important for Rotax) along with excellent capability to manage Avgas LL. I would think this to be a better selection for your purposes…. it provides the correct chemistry for automotive engineering and can tolerate the lead in the fuel at Avgas concentrations. However please be mindful this product is not suitable for Jab engines as they need an ashless formulation which is derived from a different chemical additive system. Why don’t you give Shell’s technical help line a call and talk it over with them to satisfy yourself of the technical merits. Cheers Jack

Methusala (Don), <?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" /><o:p> </o:p> Happy for you to also have a healthy level of scepticism along with a dash conspiracy theory for good measure…. but have you actually read the White Paper??? <o:p> </o:p> Everything I have read tells me that the RAA model has support by the Minister and should be considered for replication (not the RAA but the model) to try and advance aviation. The paper recognises that the RAA (and others) have done a good job in self administration (including safety) to develop aviation. <o:p> </o:p> In my view, telling CASA “put up or shut up” and suggest they don’t take up some sort of leading safety overview is nonsensical in the extreme… one of CASA’s lawful primary roles is to manage safety (albeit they could improve) but if RAA was found to be neglectfully wanting in safety by CASA it must be called to account. <o:p> </o:p> You say “fight for our lives” … in contrast to you, I say, “we are we are poised for growth”. <o:p> </o:p> In a war you take sides and talk about "them and us" … we are not at war and there’s much more to be gained through constructive collaboration across all stakeholder be it the Government, CASA, the community or Mr McCormick. <o:p> </o:p> Cheers Jack

Hi James, There is a significant difference in the chemical additive systems used in Aero Engine Lubes to create an ashless formulation. Automotive lubes (including air cooled 4 stroke motorcycle oils) use a metallic based anti wear additive system (often zinc) that isn’t acceptable to most aero engine manufactures owing to the potential for deposit formation during the combustion process. Jabiru doesn’t support automotive type lube systems as they do not meet their requirements. By the way … You asked about using semi – synthetics … the recommended Shell 15W-50 is in fact a semi – synthetic by chemical definition. From my point of view, without thousands of hours testing both on a dyno and field work with the OEM I wouldn’t do anything else other than stick with recommended lubes…. There are way too many things to go wrong without testing properly. Besides, I really don’t think you will achieve any better result than using the recommended lube. The absolute best thing to do re lubrication: change your oil frequently, use quality filters and don’t allow the oil to get too hot and keep it clean from dust and contamination. Cheers Jack

I read the White Paper and my take is there is a solid recognition the RAA's self administering model has been a success and this model could be extended to allow CASA to focus on “higher priority passenger carrying operations”. <?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" /><o:p></o:p> The paper recognises the fact recreational aviation is growing and GA is declining owing to over regulation and slow reform by CASA. The paper says there has been a wide spread call to extend the self administration for private GA and would only be contemplated if a body could demonstrate it can competently manage regulations and improve safety….. again this is said in the context that the RAA approach has been successful and is only subject to external audit by CASA to ensure compliance. <o:p></o:p> To put things in context re JR’s 1<SUP>st</SUP> post .. It’s my opinion the introduction of a Safety Strategic Framework and a Sport Aviation Officer is an investment as well as an endorsement that self administration has been a success and has a green light to grow. <o:p></o:p> The RAA has and will always be subjected to CASA audit .. in my view the White Paper is about putting in place sufficient resources to allow self administration to grow and allow CASA to show due diligence around safety and aviation regulations. The other good piece .. this formalises and hard wires the RAA’s access onto CASA’s agenda when we are seeking reform e.g. MTOW increase and controlled air space etc. <o:p></o:p> I think this is good news and its clear the RAA have done a good job in lobbying and position our sport in such a positive way in the White Paper. <o:p></o:p> Have a read and see what you think? <o:p></o:p> http://www.infrastructure.gov.au/aviation/nap/index.aspx <o:p></o:p> Cheers Jack

I’ve heard a number of excited suggestions in these forums about how we could use the collective buying power of the RAA memebers to obtain a better pricing option on Avgas… whilst this would be great, the discount available would only equate to may be +/- 3% (5-6 cents) discount. Yet when you think about it, the average cost of insurance (lets say $2600) is often close to the cost of fuel for some one doing say 80hrs a year… the exact numbers aren’t important so please don’t get too hung up on the exact detail. The point is, I don’t think it would take too much to build off what already exists (public liability insurance) and ask the RAA take a deep dive into this opportunity and see what can be achieved …. I wouldn’t be surprised if we could do better than 10% (eqiv 16-18 cents off Avgas) discount off insurance if we had a single schedule for RAA members. May be something for you to look at Ian? Cheers Jack

In terms of access to CTA and McCormick statement suggesting we obtain a PPL if we have a need to access a CTA environment. Ok this will work, but it seems to me there is many and varied interpretations on what it takes to transition from a RAA Certificate to PPL…. The forum is full of personal experiences with no two sounding the same when it comes to a license transition. It would be really useful if the RAA could formally agree with CASA what we need to complete to qualify for a PPL. Regards Jack Ps. Wags, many thanks for your report very good of you to provide the feedback.

It strikes me that aircraft hull insurance could be one of those collective services the RAA could build upon from the existing public liability insurance we have included in our license/membership fees. A number of years ago the yacht racing fraternities of a number of clubs established a boat insurance scheme that allowed boats to be included onto a schedule of a single policy. Many of us participated in this as it substantially reduced our insurance cost and claim deductibles. The management of the policy was awarded to a broker who managed all of the administration as well as provided direct support for the participants between the underwriting insurance company when making claims, which was a great help. As I said, this could be a great opportunity to use the RAA membership scale and build on the current public liability policy and help reduce our flying costs. ... May be this is a project that someone in the RAA could look into? Any thoughts or comments? Cheers Jack

Hi Geoff, The little cap on top of the breather snorkle is actually a surge valve which should have a 3/16 ball inside... lets air in, no fluid out.... if you give the cap a shake you should hear the ball in it rattle. Every now and then i blow and suck through the small holes at the top of mine just make sure it's working. I hate to think what I would be doing when I slip the jab to drop some hieght if it wasn't working. Cheers Jack

Hi Geoff, Isn't the fuel tank vent a one way valve on the Jabs ... it lets air in to displace the volume to prevent an air lock but wont let fuel/vapour escape????? I didn't think it possible for fuel to escape out of the fuel filling vent during flight??? Cheers Jack

Same experiance in my 160 ... the trick is to use the rudder and stay coordinated as per the last couple of posts. Cheers Jack

Maj/Nev... Thanks for the input . I did ask the question of the owner re oil on the screen and he said that he hadn’t experienced any so far. He did say however that a major oil leak could be another story but also said a major oil leak would easily find its way between the cowl joints??? I didn’t think of the fire consequences, but mind you, I think any fire in the front end of a jab wouldn’t be a good look anytime. May be the answer is to just pop the oil dip stick inspection door after landing to let the heat out, although this doesn’t address the taxi holding the Major mentioned or the inflight cooling? Cheers Jack

G'day guys, Keen to hear your thoughts? I was looking at a 430 Jab a few weeks ago which had a fixed louvered outlet vent inserted in the rear section of the top cowl. The owner claimed this modification allowed the hot air trapped inside the cowl to escape after shut down, which he said was good for extending the life of the electronics. He also said the vent helped reduce the pressure inside the cowl which increased air flow volume through the cowl providing a reduction in engine and oil temps. Has anyone come across this approach and does it make sense … what do you think? Regards Jack

Hi Pete, I would think the Bing carbie has the odd one or two? Cheers Jack

Hi Lyle, As it turned out, I ended up sending back the unit and bought another brand. The new unit is a duel gauge set up, which uses smaller probes and hose clamps. It is much more suitable in terms of the smaller dimensions of the exhaust headers. In any case many, thanks for taking the time to respond. Regards Jack

Jennifer, <?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" /><o:p> </o:p> Well done to you and the others for making this engagement with McCormick possible. <o:p> </o:p> Whilst there is a vocal minority that use destructive language to make their point, I’m certain the majority of RAA members prefer to use a constructive approach to achieve progress. This will be a great opportunity to probe and learn, it will also be a great opportunity to show our maturity and how serious we take our current responsibilities and any future privileges we seek. <o:p> </o:p> Unfortunately, I can’t attend but I will be looking forward to hearing the output of the meeting and getting the real story. <o:p> </o:p> Regards Jack