Geoff13

^ 23-8806^

I did gather that Mark. Interesting that a critical engine fault highlighted what on any other day should be a minor inconvenience. It does seem that those issues and the 2nd ECU issue were in fact all highlighted to me by the Australian distributor when I was looking. And in fact my decision not to go with the DMotor was due to lack of confidence in the Aussie distributor. It is all very interesting. There is a guy in Scotland (a member of this forum) flying a Hanuman with the L26 and none of the above issues. I wonder if the install and/or local issues are part of the problem. It will be interesting to see what the factory come back with.

The newest LSA factory built that I am aware of is a 23 registered Jab J230.

Just caught up with this thread after a long hiatus. When I was researching engines, the one thing that I did determine was that had I gone with the DMotor it would certainly have had two ECU's and two batteries/power sources. As Mark asked any word on what the real problem was. I would certainly be doing more work on the inability to even turn the engine over after the in flight shut down.

I have no idea why someones Name/Handle on a forum should reflect their ability as a Rocket Scientist.

MM I would be happy to take you up. I am always looking for people to fly with. Send me a PM with contact details. And as for the rest of the thread, to be honest if I end up in Dalby and someone wants to buy me a hamburger, I am certainly not going to ask him how he got there.

Frank You appear to have the perfect setup, a Drifter, your own strip and an endless supply of willing passengers. Surely it can't get much better than that. I love watching your updates, it is one of the best threads that I have followed on any forum. I am tempted to jump on the bike and ride up there just to get my photo on the thread :)

Yenn CHT seem to be fairly constant and always in the green. What bothers me was the EGT going up as Revs come down, not what I would expect and very difficult to keep everything in the green on any form of descent.

Flew the J230 again today for 1.5 hours with my Grandson. We had a ball but again there are what I consider some minor issues. I actually do not think this aircraft is suited to a training environment. This engine requires constant and pedantic monitoring of engine temps. It is very difficult to descend from any height and maintain suitable temps across the board. It is possible but does require serious monitoring and pilot reaction. The EFIS with full engine monitoring helps in this regard. After flying this plane, I would never again feel 100% confident in a Jabiru that did not have full temp monitoring on all cylinders. Some of the readings are to me inexplicable. So would I buy one, Hell yes.I love it. Would I allow a low hour/student pilot or someone without a good mechanical knowledge fly it? Hell No. Some of the Cylinder Head and EGT Temps are almost unbelievable and peak in places that you would never predict. eg. At 2800 rpm number 4 EGT is always high, but at 2850 rpm it is not a problem. As I say it often does feel as though you are flying to the gauges rather than the conditions. What I wouldn't give to fly this plane with a well sorted 914. I suppose that as the only flying Latest Gen Jabiru engine, we are test pilots but that airframe to me is so nice I am willing to fly it. Many I guess would not.

So recent incidents have made me revisit this thread. Without doubt for me the two most disappointing things to come out of this incident are as follows. Julie has only been up with me a couple of times since the incident and to be honest I am certain that it was only to show some trust in me she has however lost any passion that she may have had for flying which was I will admit minimal to begin with. RAA's response was dismal as was Foxbats. I would simply never bother submitting another incident report. As callous as it may sound, any interest in this incident died with Maj. So disappointing. I have as a result become a critic of RAA and their reporting procedure.

There is obviously no proof that he has met anyone least of all someones imaginary friend.

Oh by the way well done on the safe landing. I honestly do know what it is like to have smoke in the cabin, refer to my post on Incident 13 May (was that really 2 years ago) and I know the effort it takes to fight off the panic. So seriously well done on that point.

I concur with facthunters comment. I would be doing a filter cut and check at 5 hours then if it is ok another one after another 20 or so. It could pay to fit a very strong magnet to the outside of the filter for a service cycle to help with that check. I would be doing all of my flights up until that 20 hour check within glide of a suitable landing area. It can be boring but could be worthwhile.

Is it possible in the case of a one of job to purchase PL Insurance to cover that job and only that job? And if so would that then become viable?

I have found most updates following accidents since joining RAA to be very informative and helpful. Even the one above tells us plenty if you think about what is written and how. And I say that even after being totally disgusted by how my own incident has been handled. I would probably not even bother submitting another incident report

Mate a couple of hours at YCAB on a Saturday will get you used to traffic. RAA training aircraft, GA training aircraft, Gliders and Helicopters. All very exciting and certainly makes you keep a good listening watch on the Radio.

Possibly Scott but I think it may be more of a jetting issue. As I say at 2850/2900 rpm no problem at all so possibly a little more fuel sorting the problem. Time will tell if this is a problem or not but Jabiru seem happy to adjust the POH to suit. It must be said that Jabiru would without doubt be pinning their future hopes on this engine and in particular this aircraft and those that follow I for one hope that they have sorted there perceived problems as I personally like flying there product in general. The school that I hired this one off also have a J170 on order which i hope to fly as soon as it arrives as well.

20 Mill public liability is about the norm in this day and age for most things. I would think that there would not be to many businesses around who would not be carrying the sort of cover.

Well in the last week I have flown a Jabiru J230 with the all new 6 cylinder engine 3 times for a total of 5.1 hours. It is an absolute joy to fly and with the electronic panel giving very up to date information it is very easy to know what the engine is doing and when and as a result it is not hard to work out why. Typical feature that I would expect to find and was not disappointed. Smooth. The engine is smooth and gives excellent power in a steady consistent manner. That sound. Not much more to say about that. Climbs out at 70 knots comfortably @ 1000 ft/min 1 up and a cruise climb of 90 knots @ 700 ft/min 1 up. 20 ltrs/hour @ 2850 rpm for 110 to 115 indicated airspeed. With a fuel capacity of 140 litres this thing can go a long way. It flys like the only other Jabiru J230 that I have flown which is to say it feels like a good well finished aircraft with a comfortable finish that gives a good cocoon like feel inside the aircraft. I must admit that I am not a fan of the Jabiru trim system but having said that it works. 70 knots over the fence and with 117 degrees of flap it is easy to trim for that 70 knots. 65 knots best glide speed and it is also easy to trim for that with the engine at idle. Hopefully I will never find out whether it is still ok with no engine at all. It has a couple of teething troubles but they would be easy to sort and if it were my plane I would sort them sooner rather than later. I guess only time will tell if Jabiru have gotten it right with this engine, as this is only the second engine and the first in a customer aircraft I guess anyone who flys it is a test pilot but I felt from a drivers point of view that it is a good well balanced airplane. My first flight was an intro flight, although I had flown a J230 before I had not flown this one or a plane with this panel so a familiarisation flight and a few circuits with the CFI Second flight was an hour and a half with a Senior instructor so I could revise some aspects of my flying with someone experienced along side me to keep an eye on things and kick me in the bum if I stuffed up. Stalls, tight turns etc. Today was 2.6 hours Caboolture over the Bay Islands to Q1, then on to Boonah for a leg stretch and a Bannana. Then Gatton, Watts Bridge and home. Smooth clear skys and a ton of fun. Positives. The power in an RAA aircraft is awesome. Fuel for power @ 20 litres per hour for 115 knots, I will take that any day and with the fuel capacity and carrying capacity this is a good touring aircraft. Very tight finish giving a comfortable secure feel to the crew compartment. Negatives This plane flys a little left wing down and needs constant left rudder. It has less than 25 hours, of which I have flown 5 of them but still if I bought a new airplane, I would expect those two things to be sorted before I brought it home. After all it should be just a little bit of trim to fix both issues. It is an air cooled engine, and as such requires more monitoring than a water cooled equivalent. To me this is not a problem as it just means that I am responsible for monitoring and adjusting my flying to suit the plane. Whether this is a good thing in a hire school environment remains to be seen. On the first two flights it did tend to generate high EGT on number 4 at the POH cruise of 2800 rpm. With a little bit of trail and error we found that this was not a problem at 2850 and the POH is being amended to reflect this. This should have been discovered during test flying but as I say the driver needs to take some responsibility for his actions and understanding whet is happening up front helps. Summary If I were buying a new aircraft to go places and carry my passengers in what to them would feel like a real aircraft, then this aircraft would have to be on my must try list.

Apparently I was the first person the head mechanic at Gasoline Alley could remember ever asking him to quieten a Harley down. I bought a second hand Vrod Screamin Eagle Two with after market pipes. First trip was to Gasoline Alley to get the standard pipes refitted. She ran better and to my mind sounded far better after the de-modification. Awesome bike but sadly I never rode her enough.

I have spoken to her about that very issue, and although she did agree with me in principle I did get the impression that she is more interested in what she believes to be more important issues. I can't say that I totaly disagreed with her. She is still using it to get around Qld which is her electorate and she would be entitled to Business Class now as a serving Senator. So yes she is saving the Taxpayer Dollars.

The picture is reversed and without pulling out my POH for the J230, I am sure it can be flown from either seat.

Just going back to the mayday calls, is it possible for a pax to give a mayday call if the pilot was incapacitated in some way.

Takes me back to my one and only trip to Mission Beach. First commercial vehicle in after Yasi loaded with a Generator for the emergency evacuation centre. What a humbling experience. I could possibly write a book about it but the people I met on that journey will stay with me forever.

Like I said Ian. Smart man getting the footy up first. Now forget all that other garbage. Now I had best head over there and tip against Collingwood for tonights game. As all good supporters know we all have two teams, our own and anyone playing against Collingwood.