M61A1
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Posts posted by M61A1
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He's gotta put it back on the ground smooth first......does that mean he will get some-
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B206's have a "firewire" along the top of the cowl only, and will give a "FIRE" indication.Could have been I guess,It has been a long time since I last worked on Jet engines.And I only worked on the P &W TF30.And that was only a line level.I was a aircraft technician.But realy a Airframe fitter. Maybe it was near a fire wire when it was cooked.(I dont even know if a Bell jet Ranger have them or not).If they do, then maybe he got a Master caution engine bay fire. He wasnt very specific.Either way, he flew away for another day.How long ago did you work onn TF30's? I was a gunnie on pigs in the late 80's at 1SQN.
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It's lovely and green out here now, hopefully be getting some of those views myself soon.
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Where was the snake in the engine bay? and what was over temp? I dunno if civvy ones are different but ours only have gauges for engine oil temp, transmission oil temp and TOT . I've just been trying to figure out how a snake in the engine bay could cause any of these to overtemp.We had a Jet Ranger land at Boonah after complaining of a over temp indication. Dead Snake was found in the engine bay. -
I was told a story some years ago, of a pilot flying a Grasshopper accompanied by other aircraft. Apparently the Grasshopper pilot began to fly erratically, and after a short while, was seen to hurl a dark object from the open cockpit, which went through the prop and made a bit of mess. According to this guy, the pilot failed to notice a cat in his cockpit, and when the aformentioned cat discovered how high it was, became very upset, and so it was jettisoned. It is fortunate that little or no damage occurred to the prop.Wouldn't you have to cut an even bigger hole to put the cat in? -
If your welding job is too dirty for the MIG (MIGs like clean), WIA make a good GP (WIA 12P) rod (if your base metal is thick enough or you're good enough) , or if you want a low hydrogen (harder to weld with but less hydrogen embrittlement) WIA16TC's are good, get them in 2.5 mm. Still grind the galvanising away where possible.Thanks metalman 2. Boat trailers are rusty, dirty and galvanized. Quite often you can't clean much. Are there welding rods that work better than the general purpose "on special" ones I am using? -
I have split a lot of alum prop-hubs, and generally I find some corrosion in them all, to some degree.Some serious, some just starting. The European and Russian ones are the worst, and the alum on them appears to be sub-standard at times, and particulary prone to corrosion, especially in coastal and inland dusty areas (minerals in dust reacting with the alum). The alum blade butts fitted to some blades, also corrode badly on some types. This is not an area you want corrosion on !...... Quoted from Maj Millard
I don't know how many are aware, but carbon fibre should always have a glass layer any time there is contact with aluminium, as dissimilar material corrosion will occur as son as it gets wet, and often quite quickly. I am not familiar with most of the props with a carbon blade and aluminium hub, but I would almost bet that you find some manufactured with carbon against alloy.
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I personally think that you are better off rigging on reassembly with an inclinometer or ther such angle measuring device. ie: make sure that it is symetrical, level, etc with correct tension. It is my understanding that Mr Fisher, when tuning, is just ensuring that all your rigging is true.Something to note is the twists in the wires. I know that mine was tuned by Wayne fisher in this way. At one stage I had to remove the tail so was carefully to note how many twists so as to return it to original. -
If the a/c is left outside in rain, sometimes caps can leak. More often from fuel drums left outside, and not stored chocked up on one side, if water is on top of the drum and is cooled overnight, the resulting vacuum can draw in the water, the drum pump then picks up the water at the bottom of the drum.How does so much water get into the fuel? After I got rid of it I'd be looking at that. A car I worked on had mostly water instead of oil in the crankcase-blown head gasket. -
I feel more comfortable going on a Kiowa maintenance test flight than a Virgin or Qantas flight because I'm allowed, even encouraged to do my own walkaround(I'm a maintainer, not a test pilot). Most of the time, if I know I'll be on the test flight, I'll make sure I do the B/F as well.Those who do not do preflight checks need to ask themselves one question:"Do I feel lucky?" Well, do ya punk? -
Start by disconnecting your elevator pushrod, then remove the bolt that joins the 2 elevators (you may require assistance to gently wriggle the 2 elevators apart where the sleeve slides together). Remove the bolts that attach the tailplane brace cables at the horizontal stabs. The horizontal stabs complete with elevators should just pull off the stubbs that they are located on (pull in a straight line outwards).I'M looking at taking my tail plane off and wanting any tips or procedure of how to get it off without stuffing anything up.To remove the vertical stab and rudder- disconnect the rudder cables at the rudder, remove the attaching bolt at the front stab bracket and the bolt at the rudder post ( aft spar on vert stab- down near the fuslage tube) and the lower rudder hinge attached to the rudder post. As long as that hinge is disengaged the vertical stabilizer and rudder will be able to be lifted up on off together.
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I agree completely in regard to the learning, if you have no desire to learn or improve, you won't. I would generally apply that to all facets of life. Some of us have the desire to continually improve everything we do, others are happy with mediocrity in all that they do.You would not be anywhere near your best, even at 10 hours. If you keep current on the required knowledge you will improve with experience ( provided you have the right attitude. IF you think you are already good enough you won't improve) I am not argueing for 10. It seems a lot. You can pack a lot into 7 hours. If you make a standard you make it regardless of hours flown. A minimum is specified. It is just that. A lot would depend on the instructor ( as always) and the area where you are flying and the weather you are exposed to. Being good at navigating a plane is an art. At the end of any flight you should honestly assess the job you did and ask how could it have been done better/ Then you will improve... NevI would disagree that it is an art........it's all science.
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Now that, is a more reasonable explanation. ThanksMy solo Navex's were all done in calm conditions, with all the checkpoints coming in on the nose within one minute, and got my surprises with cross winds, ambiguous weather forecasts on my own. 10 hours ensures it's more likely to get some challenges during the training period. -
The question was, has it solved anything?The number of people getting lost is staggering, probably CASA solving an obvious problem.If they're still getting lost, does that mean if I wait much longer it will be 30 hrs min training?
I have found that in this country, management seem to believe if something isn't working, then, we must need more of it.
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OK, I found my OLD Ops manual, in regards to the cross country endorsment (per sect 2.07 issue 5 Sep 2001).
The requirements at that time were a minimum of 3 hrs dual cross country nav training, and a minimum 2hrs solo nav. How did we jump from 3hrs to 10 hrs, and why? Was it because of the higher performance aircraft? Was it because there were too many fatalities due to nav issues? Have there been less fatalities and/or less airspace violations since the changes?
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Thankyou, exactly what I wanted to see, apparently it was assembled correctly and is supposed to be under tension.
Mick
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Any chance one of you Drifter drivers could post a close up photo of the top engine mount to to top tube attachment please. I'm doing some check fitting of parts after totally rebuilding the fuselage. I noticed a lot of tension between the aft A-frame and the engine mount on disassembly, and I think that it may have been incorrectly fitted when it was converted from A503 to A582 years ago.
Thanks
Mick
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As I said in previous posts, I'm not looking for change in particular, but discussion and reasons. I find the more detailed answers such as this, and MM's posts more helpful/interesting than the short reply of -"just do your nav". I'm one of those who can apply and understand what I'm doing much better if I understand the reason for it.What I address as " not a big issue" is the need to change the current limitations. You may well have a better than normal appreciation of airspace limitations. The regulating body has to come up with a "one size for all" figure and that is what I am referring to. I feel it gives room to go out and practice manoeuvers and keep current, and build your flying technique with accumulating some solo hours. At this stage most pilots have not even visited any other airfield except their home base, where they have fallen into the trap of flying around a familiar circuit using "local" cues as to where to turn base etc, instead of judging their position/height by reference to the runways. It is hard to realise the variation of skill/knowledge across the range of pupils who want to learn to fly. They all have to be processed safely and come out meeting a standard. NevAnyone who wants me to do something without knowing why is in for a tough time.
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I was told some years ago that some people (mainly refuellers- they did large fuel drains daily) in the RAAF, were using it in kero heaters at home, they were all advised not not to as some additives were carcinogenic, I think in particular the FSII. Still, when you're on the flight line you breathe it in constantly. May serve you well to do further research, for peace of mind either way.Yeah, was wondering about that M61. Do you know if it is any worse than the kerosene I would otherwise be using at home or the diesel I would be heating with at work? -
Be aware that some of the additives are not good for you, especially when burned indoors.Running the heaters here on Jet A1, just like the smell! -
Maybe that's why it doesn't seem like a big deal to me, most of my few hours of flying has been in circumstances where working around restricted and CTA steps, amongst other things, so just business as usual, Perhaps I've wrongly assumed that we all learned like that.I don't believe that it is a big issue. If you are in a coastal situation and there is no problems with restricted prohibited and danger areas, and CTA you could navigate with a shell road map. Where I live there are CTA steps and numerous small aerodromes all around and GA aircraft constantly sail straight through the circuits at circuit height or lower and no doubt they all have their Nav ticket. Nev -
I would also recommend that anyone check most if not all of those things, before wheeling it out of the shed.M61. What was the control step height where you were? In the vastness of what you could see? Where were the other steps? Class c and e ? Where are the restricted areas? Danger areas? Frequency boundaries? What atmospheric cruise level were you at? What one should you be at? What are the rpt climb and descent profiles into an out of the regionals in the area? Were there any notams current at any of the fields in your area? What about weather? Any current sigmets for turbulence? Any changes predicted? What was the wind strength and direction at your level? Was there a front due in the area soon? Or anytime today? If so was it a convergence front ?There is so much more to navigating then knowing the lay of the land. All of the above is just SOME of what needs to be considered before you even get in the aeroPlaneCheers
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THIS.......is the sort of answer I'm looking for, rather than the standard, "just go do your nav". That said, I can answer about 95% of the question you asked. Also I usually fly with a current VTC for the area, just in case, as there is a restriced area next to where I've been flying and check notams that morning.M61. What was the control step height where you were? In the vastness of what you could see? Where were the other steps? Class c and e ? Where are the restricted areas? Danger areas? Frequency boundaries? What atmospheric cruise level were you at? What one should you be at? What are the rpt climb and descent profiles into an out of the regionals in the area? Were there any notams current at any of the fields in your area? What about weather? Any current sigmets for turbulence? Any changes predicted? What was the wind strength and direction at your level? Was there a front due in the area soon? Or anytime today? If so was it a convergence front ?There is so much more to navigating then knowing the lay of the land. All of the above is just SOME of what needs to be considered before you even get in the aeroPlaneCheers
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I have every intention of getting my cross country endorsment as soon as I get one of my a/c back in the air. I was just thinking about what made me ask the question initially....I was on a test flight at work running vibes on a helicopter. I looked around myself, at 4000 ft,west, I could see clear past Dalby out around Chinchilla, south, out past Pittsworth, North, to the Bunyas, & east, over the Great Divide to the other side of the Lockyer Valley. I began to wonder how the hell you get lost around here.( within 100NM give or take)Goodonya "61 for doing so, there's a good deal of experience on this forum, and definately no shortage of opinions so use what you can and then take that to the nav table when you're ready- you won't regret learning the skills and getting the keys to get out over the fence!Yes, I've been out west, in the featureless terrain, I still figure with a compass, map & a watch, you'd probably do ok, the biggest hazard would have to be the weather. Maybe it's possible that because of my work I have a little more experience than a fledgling pilot, but I still dont have the stamp on my pilot certificate (yet).
Preflight Checks, What do you find?
in AUS/NZ General Discussion
Posted