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Showing content with the highest reputation on 05/05/19 in all areas

  1. 6 points
    Victor 1 on a beautiful Autumn morning.
  2. 4 points
    It was a great trip, here are some photos of our time flying Victor 1, arriving at Wollongong and then at Cowra at the Japanese Gardens etc before being transferred to Canowindra for the World Balloon Championships and festival, by our great tour guide Allan of Ideal Tours at Cowra. Canowindra doesn’t have a airstrip any longer. We stopped into Moree on our way home and did the Cotton Gin Tour while stopping at the Old faithful Phoenix Dragon Motel with hot springs. A memorable trip with a great crew.
  3. 3 points
    I would consider takeoff, landing, climbing to altitude and mustering flying all situations where I too would use the boost pump continuously. However, in normal flying where I am at cruising altitude, I turn the boost pump off. I have a fuel pressure gauge and I monitor it regularly during flight. If there is sufficient fuel pressure, the boost pump is superfluous and just adds a little extra electrical load on the engine. Also, the more you run anything, the sooner it will wear out. That is a simple law of physics. So, I run the boost pump when an engine pump failure would cause danger and leave it off otherwise. But, if the POH states when the boost pump should be used, you should use it at those times regardless of any advice from me or anyone else.
  4. 2 points
    Hey, I've got a suggestion. Skippy could just let it all go, until the finish has developed a "patina", that makes it an outstanding aircraft - you know, "Hey, what's that rustbucket doing here?? Does he actually fly that thing??" Well, if it's good enough for the hot-rodders, so they can stand out amongst the candy-apple paint jobs - why not your aircraft??
  5. 2 points
    Onetrack suggests a replaceable vinyl coating. Sounds a bit like a nappy to me!!!
  6. 2 points
    Both the basic diesel and petrol fuels from all the oil companies is "generic". The very largest proportion of our diesel and petrol used in Australia is refined overseas, in South Korea, Japan, Indonesia and Singapore. Less than 40% of our petroleum fuels are refined in Australia, and Kwinana in W.A. is the biggest local refinery, because it is the newest (1954) and largest of all the Australian refineries. The refined product is produced to meet Australian fuel specifications, and from overseas, it is shipped in bulk and stored in bulk tanks at fuel farms that are mostly located close to ports. These bulk tanks also hold the locally-refined products. The petrol and diesel is then trucked in bulk from fuel farms to distribution centres and service stations. The oil companies supply each other with generic fuel in cases of shortage or other distribution problems, and several oil companies will draw fuel from the one bulk tank at the ports. Where an oil company has a distinctive "premium" fuel with a brand name, a price increase, or an octane/cetane increase, it is because the particular oil company has added an "additive" package to the generic refined fuel at the point of tanker truck fill. These additive packages are commercially secret, but we know from research they contain a range of somewhat exotic (mostly petroleum) chemicals, that all provide a power boost, improved economy, and fuel system cleaning advantages. Not surprisingly, there are also some "oddball" chemicals in the additives. Selected essential oils from organic sources are a surprisingly effective fuel additive, and commonly used as a fuel improver additive. The oil companies have done extensive testing with their premium fuels and have the figures and testing to back up their claims for improved economy, improved performance, and cleaner fuel systems when using their premium products. I would have to opine the additives in the fuel additive packages are the source of the staining. If these chemicals are impregnating themselves in the paint, it is a chemical reaction taking place between the additives and the paint, and no amount of cleaning will remove the marking. I'd suggest the vinyl wrap is probably the most effective method of curing the problem. However, be aware that vinyl products and the adhesives they utilise, also react with paint coatings, effectively bonding and impregnating the vinyl into the paintwork after a number of years and weather exposure. Try removing vinyl decals from vehicle bodies after they have been in place for several years, and you will find it is virtually impossible to remove them, without damaging the paint.
  7. 2 points
    Hi Nev - I have a slightly different observation (naturally) - with engine running at fast idle (start/warm up conditions) when I turn on/off my auxiliary pump I note a small but consistent, change in pressure. Could be the auxiliary is delivering a small increase in pressure over the main diaphragm pump. It was a long time ago, however in my GA days I recall being able to dicier a small change in engine note when auxiliary pump selected on/off during run up checks (age & imagination?)
  8. 2 points
    What a great day flying yesterday, flew back home to YBAF after spending 4 days in Mudgee, staying at the Hangar House. The Hangar House is amazing, great location right on the airport at the RWY 22 so you can see planes landing (if they don’t stuff up too much and land long). Then you get to see them of they use RWY 04 in their climb. The rooms are all aviation themed and I picked the Connie room, it is their largest and has a double person spa in it. The Hangar itself was available so I could park our Arrow II in it. It did feel a little funny as we didn’t see the owners until the 3rd day, we had a call and some txt. It turns out that they have sold the Hangar House, I’m not sure if everyone had seen that it had been on the market for a year or so. Later that day the new owner was had come by and they are also very nice and going to keep it running, so this amazing place will still be available. The flight back was great, as I departed on RWY 22, from downwind (right hand circuit) climbed through to 7500’ to make sure we had nice height to get over the 4000’ great dividing range. My wife was busy taking pics of the range and I was casually adjusting to avoid the puffy whites that had formed along the range. Tracking to Lake Keepit (YKEP) to avoid Tamworth (YSTW) then on to Park Ridge Water Tower (PKR). A few times I had to reduce to some odd heights to stay away from the cloud, between Inverell and Glen Innes, flying near the Wind Farm they are at 4000’ and the cloud had dropped to around 7000’ so some careful separation and a great view. After the wind farm the cloud lifted again and I was back at my filed 7500’ and back on radar, BN CEN was following us again and able to give us some early traffic warnings. As we got closer to Brisbane, it was smooth air, I thought plenty of time to go so why don’t we do a flight plan amendment and stop at Kooralbyn (YKBN) for a coffee and lunch, but no sooner than I thought that, I could see that we were only a few miles away and the radio is now getting busy. So we skipped coffee and I started my descent from 7500’ to 1500’ for the water tower. I already had the second radio setup with the AWIS, took down the details, started to SQUAK 3000, contacted YBAF Tower 118, “ME: Archerfield Tower, Piper Arrow WJO, Park Ridge Water Tower, 1500’ inbound with Golf, 2 POB for full stop at the Fuel”. After crossing the Logan, they advised to join final 28L (damn, now I need to taxi around to get fuel, then back to our parking). As I started to prepare to turn final, the joyful words came cross the air: WJO, change RWY 28R. Awesome, they do an amazing job there in the tower and now I get to save some time on the ground. a few seconds later, the airways were alive again, tower: WJO 28R cleared to land. So now I do my final PUF check, look at the wind socks to make sure everything is still going the way we were expecting. A greased landing, cleaned up and took B3 exit, cleared 04R and contacted ground for taxi clearance. Then it was just a matter of topping back to tabs and to put WJO away. Tied her down, had a quick chat with a few of the other pilots getting ready to enjoy the amazing day. So a big kudos to the Archerfield Tower, always do an amazing job, Brisbane Centre, even when they are busy, they are still cool under pressure. My wife, for the company (she was super happy I paired her A20’s to her phone this time so she had music all the way).
  9. 1 point
  10. 1 point
    I have read the previous posts and don't think the risk of engine fire has been mentioned. Pre-start - run the electric pump to pressurise the line and check pressure on the gauge. You now know the pump works. Then turn it off before starting. If you get an engine fire and stop the engine, you dont want the electric pump to continue delivering fuel to the fire. Pre-takeoff - tun the pump on again.
  11. 1 point
    me too Plus, if at any time the engine stops I will then know the fuel pressure is zero and ...
  12. 1 point
    I don't have an electric pump so I'm unsure if they normally run in series or parallel with the mechanical pump? If in series, that is fine as you have flow through the electric pump to the mechanical keeping it cool. If in parallel, could it be that the reason it is turned off is that lack of flow through it makes it hot? The mechanical pump is effectively pumping the fuel and therefore the electric is dead heading. Ok for short periods but it will get hot after a period of time.
  13. 1 point
    No, you should never rely on the hose clamp to seal the connection between any hose and what it's attached to. This is not only sound practice, it is likely specified in AC 43(... whatever it is) that specifies aviation maintenance practice. The hose must seal by itself. The clamp is only to mechanically retain the hose on the connection, not to make the seal.
  14. 1 point
    Correct, I'd forgotten that there was a fuel pressure gauge on the Archer. That was always a check when changing tanks very 1/2 hour or so.
  15. 1 point
    Agreed ! Don't know if this applies ac cross other aircraft but checking auxiliary fuel pressure is one of my pre- engine start checks.
  16. 1 point
    [GALLERY=media, 3931][/GALLERY]
  17. 1 point
    [GALLERY=media, 3929][/GALLERY] [GALLERY=media, 3928][/GALLERY] [GALLERY=media, 3927][/GALLERY] [GALLERY=media, 3930][/GALLERY]
  18. 1 point
    Standard Jabiru procedure is to turn on master switch, electric fuel pump on for 5 seconds then off. Start engine without electric pump. This shows the mechanical pump is working. If it wasn't the engine might start on the fuel in the carburettor bowl but would quickly stop. If the electric pump was left on you would not know whether the mechanical pump is operating or not. Standard procedure is then to warm up & run up with electric pump off. Final pre takeoff check includes pump on. This allows for mechanical pump failure on takeoff so you won't need a forced landing. Following this is arbitrary but mostly it is advised to turn the pump off at the top of the climb. This means your mechanical pump is continuing to work. If the engine falters turn the pump back on and land. Downwind checks should include pump on for reasons as above. Low wing aircraft can be different as fuel has to be pumped up to the engine. Once the fuel lines are fully primed to the carb the mechanical pump will suck the fuel through except of course if it fails or you have a vaporisation issue in the lines.
  19. 1 point
    I can think of two possible considerations for the Jab. 1. If the boost pump is in series with the EDFP then you may provide too much pressure to the carb, overriding the needle and seat because the way the EDFP usually regulates is a differential pressure, ie: maintains 4 psi difference between input and output. 2. If you have a leak in your fuel system, with the boost pump off, the EDFP will suck air, and possibly cause the engine to starve, alternatively, with the boost pump on, your engine probably wont starve but a leak under pressure risks a fire.
  20. 1 point
    Thanks Peter,. . I DO know this, but what I was getting at is that flying GA in Australia at the time I did, no one I knew ever mentioned the ICAO codes, unless it was for filling out a flight plan. . .I always went on Sartime. . .never filed a plan although I was taught how. Ony used them in the UK when GPS became available to us unwashed Plebs for entering into the satnav so that it knew where you wanted to go. . . . .in the early days, I had a Garmin GPS 12 hand held unit. . .which got us out of trouble when I was right seat pax with a mate in his Piper Arrow 3 on the way to the TT races in the Isle of Man. . he flew into the haze over the Irish sea and became UOP ( Uncertain of position ! ) and I found that if he slowed the aeroplane down to just under 100 Kts, that the GPS would actually work ! (It was limited to 99Kt ) which was pretty lucky as the viz got worse, and we didn't see Ronaldsway Airport until we were midpoint downwind Rwy 26/08, but still at 3,000 ft. . . I had memorized the ICAO locator code following previous visits there, using the mnemonic EG Norton Suzuki EGNS. . . Just in case you think my mate Mick was a derroe,. . the aids at EGNS were not working. . the VOR / DME was offline and it was VFR or nothing.
  21. 1 point
    I agree entirely about the choice of Instructor ! but to be fair, I've only had what I could describe as a poor one,. . .he was newly qualified and, from what I could see, was attempting to mark his superiority by criticizing Everything that I did. He didn't say, "Why don't you try doing it like this" or anything helpful at all. On a crosswind takeoff, he grabbed the yoke of the 182 without any 'I have control' niceties and said I needed some hours of practice before he would sign me off. This was a biennial review by the way, and after an hour of this I felt quite deflated ! He refused to sign my logbook. I admit that I hd not flown a C-182 since I left Australia six years previously, but I did tell him that at the outset. I was very busy workwise at the time, so didn't pursue the reval until a month later. I Booked another reval at an airfield near where I was working away in the South of England. I got a Lady Instructor, in her mid forties I'd guess. What a breath of fresh air she was ! Bloody heck, she made me feel so comfortable, utterly no nonsense professional. We flew their C-210 as it was the only thing available on the day. She looked at my logbook and said, let's go an fly around a bit, then we'll do some stuff under the hood. We flew out of Southampton Airport and tracked down the coast for a short while, allowing me to do all the radio calls etc. She then asked me if it would be OK if we landed at Sandown, on the Isle of Wight so she could have a word with someone there. I was enjoying this as she was good company and we had some good banter. When we got back to Southampton, she signed me off straight away. She had been asking some good questions as we flew, but not trying to trip me up. . .On the whole it was the most enjoyable reval I'd ever had. I found out later that she occasionally flew a 2 seat spitfire out of Popham as well. . . Jeeze, I would have loved to have done the reval in THAT ! though I doubt if I could have afforded the Avgas !. . . *Edit - I forgot to mention after departing sandown, she stuck me under the hood and made me fly back to long final on the clocks . . I had an I/R anyway so that wasnt a problem, but a bit scary when you're being given all the headings and data by the right seat passenger !
  22. 1 point
    I needed a flight review, so organised to do it on Wednesday. It is a half hour flight from my base to Monduran where the instructor is and the weather looked grim, but I reckoned it was acceptable. The nearer I got to Monduran, the better the weather and it was clear with a ten knot crosswind on arrival. I had to do the review in a Beech Musketeer as my RV is not set up with dual controls. Never flown a Beech before and I found it like all spam cans, heavy, especially on the ground. It needed full rudder and brake to steer it and the rudder was stiff. The good part was that it was fully instrumented with steam gauges. I haven't flown instruments since the nineties and then I lost it after about ten minutes. This time was different, I had a good instructor, who gave me a few pointers before we started and it all went well, climbs and descents were OK straight and level I had to work really hard to keep heading and also height wandered about 200'. I did about 20 or more minutes and finished up sweating madly, but what a great time it was. Returning to Rods Bay the weather got gloomier and gloomier, until the clouds were only just above the hilltops and it was so murky I couldn't see the Awoonga Dam even when I was just a few miles from it. Plenty of guides to keep clear of the hill tops and find the airstrip. I really enjoyed a flight review for a change. A top knotch instructor was the reason.
  23. 1 point
    It was a lot of fun today. I didnt take a lot of photos but did get a few of the Constellation taking off. Fire pouting out the 8 exhausts, mist rings forming on the props and the sound......
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