geoffreywh
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Everything posted by geoffreywh
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Why did the bloke take the job on if he wasn't going to see it through? or , maybe more to the point, why was he given the job seeing that he lived in Brisbane and wasn't committed to it? ...............There are very few of us who could get away with accepting a CEO position with the rejoiner "I'll give it a go for a year then see, by the way I live a thousand kilometers away and I don't like to be away from the family. " However well Mark did in the job he had a fantastic " Get out of jail free " card. Perhaps the board will consider only future candidates that are happy to live near the job and are willing to commit themselves long term, Constant changing of top management is really devastating for the organisation... "If the boss can't handle it , why should we?"
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More cubic inches.....More horses..... Constant speed prop....Cheaper....Watercooled heads and barrels....Roller bearing crank.....Cheaper...err ... can't think of anything else at the moment, but then I'm on my second G & T ...How's your motor coming along?.....( I know I said cheaper twice, but then I think it's important)
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Just browsing the web and found an Italian flat four that is in production. A series of motors ranging from 90 to 130 to 150hp. 2.2 ltr to2.5 ltr. The 150 horse supposed to be 85kg fitted. Construction will appeal to the motorcyclists with a push-together crank, one piece rods, roller mains and big ends.Watercooled and geared of course, low pressure oil , FADEC , fuel injection, all the lovely bits put together in one lump. I believe the bottom end TBO is 4000 hrs!...I always loved the roller crank from the Suzuki GSX series in the 70's and 80's (and, of course the Kawasaki 900-1000) They set the benchmark for bottom end reliability, bored up to 1400 turbo-ed , or running enormous compressions (14-1 was not unusual) . Just Lovely...Designed for aviation use , I just wonder when one of these "new" motors will be an inverted line 4 or 6 ? All this for 20 large...Have a look, nice piece of kit
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tell me what size and where you live I'll post you one
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Buzz master? I use the same ally plug but line up with the workshop wall brick course:cheezy grin: ! Just being a cheapskate of course
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I do the catholic thing, Cross myself and say, Spectacles, testicles, wallet and watch
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Skycatcher death - LSA Rule failure
geoffreywh replied to ave8rr's topic in AUS/NZ General Discussion
and the crosswind capability is very very low. I believe that Tyabb wants to sell them and go with Foxbats -
less is more?
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yours is especially good!
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Oh Dear, Jan E is being Jan E again...But why would he change? Leopards don't change their spots do they? I still think that the Viking would be OK in a normal (tractor) installation. And the weight is what it is. Certainly no heavier than the 0-200 @ 230lbs... It seems that the Viking may be OK despite Eggenfeller rather than because of him ? But it's all speculation until someone actually comes on the forum and tell us "the truth"... BTW. The Searay owner is an absolute idiot! Imagine fitting an unknown engine at unknown weight to your aircraft and not checking the C of G.....I would check it ( c of g ) DURING the installation , NOT after the first flight, Many engines are NOT suited to pusher installations, so it's not surprising he lost thrust. I don't like E's attitude, smacks of absolute arrogance. BUT it still looks good as a 0-200 replacement. As far as being a godsend for Sonex owners, Good Luck with that! I can see a lot of long fuse Sonex's on the horizon...
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J120 drops oil @ YCRG. Very lucky timing
geoffreywh replied to rrogerramjet's topic in Aircraft Incidents and Accidents
from that can I take it that it does not fall under warranty................................. -
He, ( Jan Eggenfeller) quotes 178 lbs dry. You can add to that. Oil/water/Radiator and plumbing. Injector pumps hoses and wiring, plus? The end result would have to be 200lbs or so...say 91kgs....Hmmm not exactly light is it? That D motor, although much dearer is more like 57kgs all up..........Although my clunky old Continental 0-200 is quoted at 105kgs wet and complete.. Plus an 0-200 is a LOT dearer than the Viking. Probably twice the price.. So it may well be a good 0-200 replacement, but not a good Rotax replacement...And it may turbo quite well....I think I'd like one on the front of the Jodel...
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errrrr? forget I said anything.........god speed
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Dafydd said " you cannot bore out a Nikasil barrel to the next oversize, as you can with a plain steel barrel" .................... Mainly True................. But this statement is dodgy on two counts....one being that nobody bores out Nikasil barrels anyway, and why should they? It's simple enough to de-electroplate the barrel, repair any damage in the alloy and replate. I have had it done. The second is "as you can with a plain steel barrel" Good luck with boring a Jabiru barrel 20thou oversize. If they break at full size, they may break quicker with a thinner wall?.....By all means try to replace the steel barrel with an alternative, please.....
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Nev Said " Where to supply a bearing is critical" .............................. Absobloodylutely. The original had "Splash Fed" (Pause for the laughter to die down" ) rocker bushes , no grooves (and no oil either)
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the valve head and piston are as clean as a whistle. BUT they have been ceramic coated... ( oil "flakes" on the back of the inlet) It's got 2011 lifters and "up the pushrod" lube..Looking at records what I did find is:- when I fitted the new lifters, hollow pushrods and improved rockers I had to shorten some valves (one, where the worn bush is) to provide sufficient clearance for the lifter. (Lifter stroke is 1.8-2.0mm) . I may not have provided enough clearance? ( shorter pushrods were not available at that time..) The "insufficient clearance" may have led to premature bush wear...> Sounds complicated, But it's the only scenario that fits the facts. ............Low comp on a cylinder that has a shortened valve...The low comp cylinder has a worn bush..No other low comps, no other worn bushes. Cure ? Fit shorter pushrod 215 not 216mm rebuild and test.... ...Call me Sherlock? Thanks for the feedback everybody............
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is it ok to fit 6 x CHT senders to a 24 reg?
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I hear what you are saying. BUT the valve geometry will not cause premature bush wear. It's just a pivot point. It's got to be lack of lube. I'll swap inlet for exhaust pushrod and lifter and check later....Thanks Bex
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NOT valve geometry of course otherwise all would be worn........Avgas used, exclusively, 100w shell, no overheating. But, the only reason for one bush to wear out and the other not is no oil feed, so, blocked pushrod or crook lifter....Thanks anyway...BTW.....(oil/carbon flakes on the back of the inlet valve is wear in the guides, NOT overheating) .....
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Servicing a 230. 600 hrs. 350 since top-end rebuild and update. All has been going well. Doing a comp test I get all 132-135 (Hot motor) except #2 which reads 125.... a little oil squirted down the bore changes nothing. So, Valve Leakage. Leakdown confirms exhaust. Pop the head off and check, some carbon on the piston, quite a lot the back of the inlet valve. None on the exhaust, very minor signs of burning or overheating on the exhaust valve seat. I pull out the rocker shaft and find the exhaust rocker bush totally rooted. Small signs of wear on the shaft. Almost no wear on the inlet side. Valve guides have some wear, but don't they always?....Why would one bush have worn 0.5mm and the inlet none? Have others worn too? Any ideas???
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Goodness me! What a sight and sound, Thanks.....
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What a tragedy. Local resident saw it happen and called the incident "Stall and Spin " I looked on google earth. There were so many places to land "between the houses" , thanks to Tyabb council's allowing building permits under a take off path.....
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with due regard to the "Thrusted?"
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or the thrusted?
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Surely a "must read" for all R.A.A. members.....Hits nails on their heads in almost every way.....Well written.....
