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M61A1 last won the day on August 16

M61A1 had the most liked content!

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About M61A1

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  • Aircraft
    Fixed wing
  • Location
    Darling Downs
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  1. The rolling and boxing is not the problem. I have seen exactly how they get the creases. It happens when they pick the sheet up flat and allow it to sag in two directions instead of one. The story about the Cessna spar doesn’t surprise me. The person who packed it probably even thought it was funny.
  2. Unless you are buying huge quantities it will still be cheaper to ship it. You can got the thinner stuff (up to 0.040" or 0.032" from memory) rolled and boxed rather than the standard 1200 x 3600 pallet. The box usually ends up about 1200 x 500 x 500.
  3. Who cares about thread drift...... Just out of interest, how much torque do you reckon it would take to break a standard 0.032" lockwire on a 10mm allen head bolt? According to the Loctite TDS the breakout for a 10mm bolt with a nut, pre-torqued to 5 NM (not one screwed into a deep thread) is 24 NM. I reckon 24 NM would snap a lockwire like it wasn't there. Not saying a lockwire isn't good, but don't underestimate the chemical locking methods. They also seal out corrosion if done properly,
  4. The way it shows in the previously posted image is the manufacturers approved procedure and given that none of the other crankcase bolts fall out, it should be fine. The only mounts I know of that have ever come loose are ones done similarly to your description ( on a different style mount) with longer bolts but with a rubber mount and a bush. While it may have actually been the fault (poor installation) of the original installer, I can see how the stackup of spacers could transfer the load further out on the bolt, introducing a bending load instead of shear.
  5. There’s no trouble drilling the bolts. The Allen head bolts that hold the ring mount to the engine are seated deep in those sockets shown in the picture.
  6. I suggest having a look at a Rotax ring mount. I have nothing against drilling and lockwiring, but have a look at how the allen head bolt sits deep inside a welded tube that completely restricts access for a useful lockwire. Maybe that's why checking the security of the engine mount bolts is part of the Rotax 100 hr engine servicing. Most of your engine is assembled using chemical locking, have you had any stuff fall off? Does your Zephyr have a ring mount? If so, have you drilled and lockwired the engine attachment bolts? My engine mount bolts are lockwired, but I have a bed mount.
  7. Download the Heavy Maintenance manual. Have a look at Section 71 6.1.3. It gives torque of 40NM with lockwashers and grade 10.9 spec. as well other interesting stuff. I like Loctite 243. It's a medium strength locker that will also help keep out moisture, is not too difficult to remove and is good for temps up to 200°C. https://tdsna.henkel.com/NA/UT/HNAUTTDS.nsf/web/96FA02BC2AE06C5E85257E49004D92EA/$File/243-EN.pdf
  8. You might be being a bit picky IMHO. Engines that get oil through the valve guides usually do so at idle or when backing off (high vacuum in the inlet). If it really concerns you, pop the inlet manifold off and inspect the valves for evidence of oil coking on them. I reckon you probably could do it with the heads on if you tried. Use soft rope in through the spark plug hole against the piston to hole the valves closed (leave some hanging out of course to remove it when you're done. Might be fiddly , but hardly difficult. Mind you, without head gaskets to worry about it wouldn't be difficult to remove the head quite easily either.
  9. They would be quite difficult to lockwire as they are recessed into the mount. There are grades of loctite that would work. Personally, I would just see what the Rotax installation manual recommends.
  10. You probably already have the 110mm long one it is a crankcase bolt. Onetrack is on the money. You can get them from most reputable fastener suppliers. Bunnings is overpriced garbage when it comes to fasteners.
  11. A single time zone would be palatable if you could convince the clowns down south just to leave it alone and not be changing their clocks twice a year. If there ever was an argument FOR daylight saving it would be in winter so that you can come home when it's still daylight and get stuff done. Really....who needs dusk to be an hour later when the days in summer are so long anyway? I would much prefer an extra hour of light at the end of a winters day. You're going to work in the dark regardless, and who the hell gets up early and does useful stuff (like flying) BEFORE work? (except if you're on late shift) BTW... if you start work at 0900 or later, you are on late shift.
  12. In my limited experience the Dash 8 will usually call for a straight in approach 25-30 NM out along with their ETA, (and make several calls on the way in) so anyone with the ability to put numbers in ascending or descending order can figure out whether they will be clear of conflict or not and take an appropriate course of action.
  13. Straight in approaches are perfectly fine if done as per the regs. I've been #2 in a straight in approach lineup that had a GA bus in front and a Dash 8 behind. It's not difficult when you're communicating. With the modern nav aids and EFBs it is easy to know exactly how far out you are, and what time you should hit the circuit. The only time I don't use a standard circuit is at my home field which is private. I also use all the acceptable joining procedures in the book (crosswind, downwind, 45° mid downwind and extended base. depending on what suits at the time . I would suggest (except for very unusual circumstances) that if you don't know what the wind and traffic is doing when you get there, you're not paying attention. Aside from an occasional mistake, generally most are quite safe, communicate effectively (even if it's not perfect phraseology) and sort out their separation well. The only ones that really put me off are those that fly giant circuits in little aircraft.
  14. I understand that mistakes sometime happen, but the attitude that went with it was inexcusable. I get the impression that small order customers are considered an irritant.
  15. Airport metals? I ordered 4 sheets of 0.016" and a sheet of 0.025", rolled and boxed. When I got it the box had forklift tyne holes in it despite the box having a not forklift sign on it ( not Airport metal's fault), but when I opened it some time later, every sheet of 0.016" had a crease where it had been mishandled prior to rolling while the outside layer of 0,025" was undamaged. When I spoke to the sales people at Airport metals, the response was "Well, what do you want us to do about it?". I hate the fact that airport metals is the only supplier of many products, because if the was another option I'd certainly use them instead.
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