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Showing content with the highest reputation on 17/01/18 in all areas

  1. 10 points
    Due to a progressive loss of compression,(low leak downs) in my Generation 2 Jabiru 2200 with increasing oil consumption (pumping it into the overflow bottle), I suspected jammed rings, after nearly nine years and 450 hours of trouble free operation . The engine has been operated on Avgas exclusively and, apart from its running in period using Shell 100, has had oil changes of Aeroshell 15/50 at 25 hours max.,often very much less. The aircraft, a J160, was built by me and only ever been flown and maintained by me, giving faultless service since new. A top end strip down was done a month ago, confirming jammed rings, some worse than others. All valves were in excellent condition, sealing perfectly and showing no signs of stress due to poor heat transfer. They could well have been returned to service ! The barrels were honed, new valve relief pistons, rings etc. were fitted along with new valves, washers, inner and outer valve springs, rocker bushes (the engine had the old drip lubrication, which I decided to stick with, rather than converting to the hollow push rods.) During an oil change I always open the rocker chambers to ensure adequate lubrication, always giving the springs and rocker bushes a squirt of oil, just to be sure. The old bushes showed minimal wear. Interestingly, the barrels showed no signs of rust, surprising since the aircraft has spent its entire life hangared about 3 nm. from the Victorian coast, with those cold moisture laden Southerlies in Winter. I have always placed covers on both the exhaust and air inlet after shutdown . 'Nordlock' washers were installed on the flywheel bolts along with modified through bolts. After 10 hours the engine is performing well, oil consumption Is minimal, pressures and temps well within operating limits. Nearly all the running- in so far has been achieved with circuits. Total cost of parts amounted to $1700 ...... Bob
  2. 2 points
    Medical issue or not, it would be good to hear the facts from RAAus re the 95.10 Student / Pilot Certificate? issue. That would put straight some of the posts on this thread.
  3. 2 points
    two comments, make that three, 1. RIP the Beaver crash victims and blue skies and tailwinds forever for the pilot 2. A Drifter on floats crashed in the US when the tail came off in flight - the aircraft was in perfect condition and maintained scrupulously by the pilot - there was unseen corrosion inside the boom at the tail of the aircraft 3. Re. the LL discussion - I am lucky to have been taught by a true professional - I was taught how to aim right for the middle of two trees if I ended up in that situation on the ground with nowhere to go - if there was nowhere to go at all (which means I broke all the rules re. tiger country) I should select the perfect tree (rather than just say my goodbyes) and stall into the crown of it - and to this day I still hear his voice through my headset: "AIRSPEED!!!" - and that happens every single time I feel my airspeed has dropped off in a situation where I did not intend that to happen. And I am about to get my Drifter back in the air after major maintenance - after much practice at Boonah and Roadvale (simulating the approaches I will have to fly here) I will be bringing 0455 home to Woolooman, to a 200 metre 'strip surrounded by hills...some LL coming up methinks... BP
  4. 1 point
    hope the four people who where involved in a crash this evening at the Rock of Air are ok. Fingers crossed.
  5. 1 point
    His own comments on what causes a stall in a turn were interesting.
  6. 1 point
    Stated like a true statesman - far better than I could say... Of course, Dunkeswell is a fine mixed airfield (GA, LAA, Microlights and parachuting just to add to the mix). If you are in town and want an overnighter not too far from Dunks (EGTU), let me know and I will book the annexe out for you (FoC). If I can, I will pick you up as well (of course, goes for anyone on this forum - but no other).
  7. 1 point
  8. 1 point
    Why would anyone ask anything on a forum! The main reason is IMHO if you go to the source and get the proper info the conversation is over in a matter of minutes whereas on a forum we can have a variety of facts and drag it out for much longer and we all enjoy interaction so that is obviously the way to do it! (Not meaning this thread in particular but speaking generally)
  9. 1 point
    Call Doug at The Ultimate Thrill Ride | Sports/recreation/activities | Mount Archer he has a 7ACA.
  10. 1 point
    jetjr, your expectations are just plain wrong. There is no engine oil produced today that is the same as it was 100 years ago - and not even 30 years ago. Aviation oils are certified, purely because they meet SAE specification J1899. All oils and all fuels are produced to an SAE specification or standard, or its civilian or military equivalent in the country where it is sold (there are NATO, Milspec, civilian European, and sometimes British specifications/standards, that cover the same areas as SAE standards). The J1899 SAE specification has been revised 4 times since 1991. J1899 wasn't introduced until around the mid-1930's. Prior to that, there were no specifications for aviation oil, you relied on the oil company telling you their product was fit for use in your engine. J1899: Lubricating Oil, Aircraft Piston Engine (Ashless Dispersant) - SAE International The SAE specifications for all oils and fuels are revised regularly - purely because of new discoveries and developments in oil technology. If an aviation oil meets the SAE J1899 specification, it's certified for use in aircraft engines - regardless of what chemicals or additives the oil company uses. Every oil company uses a slightly different formula to meet SAE J1899. J1899 doesn't cover what is added to oil, it covers the oils performance and level limits of allowed impurities. There's some good reading in the articles below, directly from the oil experts themselves. AeroShell 100 Plus Aviation Oil Facts Incidentally, aviation oils do not contain detergents.
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