Red

Some Pics of a real XP72

I have no idea if its a factor here, but talking to a few American pilots in the last few years who seem to go from training for PPL, through to Getting an instructor ticket and on to corporate jets in 2-3 years and always sound very sure of themselves. Loads of confidence with not loads of experience, I sometimes get a shiver down the spine listening to them.

Does completing the Floods course allow the owner to complete and sign off work he would not otherwise be authorized for?

As usual In your haste to explain basic principle You are avoiding the point, Jabiru have the offset towards the opposite side of the piston than that which convention states. Which might explain why this Jab has them rotated 180 degrees in the bore in hope of correcting this. None of this is connected to the problem in hand though, which is likely in large part due to the increased oil jet that the OP has found

Some say that the way the piston is installed as standard in Jabs is actually incorrect as it offsets the gudgeon pin to the wrong side, so there is is some logic in rotating them 180 degrees TBH Jabirus have gone through so many changes, some seemingly undocumented and also been subject to a multitude of 3rd party mods to supposedly fix things I reckon it would be a hard job to find 2 Identical in service engines. edit just read Thruster already mentioned the offset, its odd, but Jabiru has never explained

P.S. IME, as you already suggested in your first post, I'd agree that this sort of symptom is more likely an indication problem rather than the pump itself

Not sure what Instrument you are reading pressure on, but have you noticed voltage when it happens?, I always find it handy to fit a video camera pointed at my panel when flight testing such things

Onetrack, yea I think he is right about it being a store reference and the whole aircraft serial thing I wondered about is probably be is a red herring..sorry Cyrano I do notice that all the ones Ive seen of that type have "43" after the "/" maybe thats the generic type reference

Check grounding and all connections of sender, if you haven't already

Aah now that actually seems more likely don't know why I read them as 4s.....K7775 was a vickers Wellesley of 47 sqdn based Eritrea. One Wellesley did make a record breaking non stop flight from the middle East to Australia but I don't know what actual airframe.

K4445 was an RAF 33 squadron Hawker Hart, but AFAIK, that type of altimeter wasnt in use when Harts were in service, unless perhaps that particular Hart soldiered on into ww2 as a general hack or something and go some instrument refits???

"Stakeholder", is just one of those cover-all terms that basically means anyone who has an interest in or is a user of the service/operation/investment etc. It's deliberately vague business/organisation speak

It's a very informative site, even if you don't fly a Kitfox there is a depth of knowledge re the lighter side of things particularly the engines that most of us use that make it worth joining

I havnt got the time to filter through the rubbish, I just dont read them, nice back hander btw🤣

You read the comments on youtube videos?

I don't think UNSW are aiming at the one foot in the grave market

There are always people who believe Legal = Safe and Illegal = Dangerous .....in absolute terms. Despite what those who fly desks will tell you, pieces of paper dont make anything work

Have you checked tappet clearances BTW?

I wouldnt take the applicability to Hydraulic lifter engines only as a always true case, if only because I dont understand what difference that makes to the rocker box oil delivery and return system

Here is the relevant SB for the Rocker box vent https://jabiru.net.au/wp-content/uploads/2018/05/JSB013-1.pdf Take note of section 3, copied below Jabiru Service Bulletin: Jabiru 2200 Engine Rocker Chamber Vent JSB 013-1 8th August 2006 JSB013-1.doc Page 2 of 5 3 Background The upper valve train of Jabiru engines is lubricated by means of a low-pressure feed which supplies oil to the valve guides and rockers, then flows back into the sump via the pushrod tubes. In the engines listed above the flow of oil back into the sump can be reduced by internal airflow and pressures inside the crankcase. This effect is magnified by a build up of negative pressure inside the rocker cavity (as air is drawn out of the rocker cavity by the normal leakage past the intake valve guide) and by the additional oil flow from the hydraulic lifters. This restriction in the amount of oil flowing back into the sump leads to the rocker cavity filling with oil. As the rocker cavity is at a high temperature (typically over 130° Celsius) the oil is overheated, becoming very thin and gradually loosing it’s lubricating properties. This leads to increased upper valve train wear (valve guides, rocker bushes etc) and elevated oil consumption as the thin oil is sucked down the intake valve guides and burnt in the engine. In some cases oil may also be found in the induction manifold. This phenomenon varies from engine to engine due to differences in operating regimes, different average oil levels in the sump, different engine vent outlet pipe positions and different levels of blow-by past the piston rings. Jabiru 3300 and 5100 engines (including 3300 engines with hydraulic lifters) do not suffer from this problem due to the larger airspace volumes in their crankcases and oil sumps. Drilling a small vent hole inside the rocker cavity removes the negative pressure inside the rocker cavity and allows the oil to drain normally into the sump (Note that as the pressure inside the cavities is generally less than ambient, air is sucked in through the vents – only negligible amounts of oil flow out). The following Service Bulletin details the installation of the rocker cavity vent and ways to manage oil consumption before and after the vent is added

Regulators are not police

Jabs don't have guide seals.

This young British Lady became the youngest person to fly solo around the world and used a Shark https://en.wikipedia.org/wiki/Zara_Rutherford Record soon beaten by her younger brother (talk about sibling rivalry)

Actually at least 3 different named versions (shadow, streak shadow, starstreak shadow), mine had a 503 there are 3 at the airfield Im at now, all have different engines (503 582 912) there are 2 different wing lengths and 2 different body widths though most are the narrow version. I don't remember any pitch sensitivity though flutter was a problem on some and there was a friction mod to alleviate it. I went a different way and lightened the elevator by using light covering that required no paint as I believe the flutter was a balance problem caused by the elevatror trim servo being inside the elevator and then builders using lots of paint...the flutter was quite scary when experienced but I cured it. Apologies for the thread drift.

Hello Gordo, Sorry I don't know the spec. The designer David Cook states the use of a standard and available in the UK irrigation pipe in his book "Flying from My Mind" I had a copy of the book but lent it out never to be seen again but I don't think he states the actual spec in the book. Bare in mind it was an 80s design. I owned and flew a Shadow for some years, fantastic view and very benign handling. There is a shadow facebook site at https://www.facebook.com/groups/263902687415672 But I dont have a facebook account so can't ask questions there...good luck in your search