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Yenn

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Yenn last won the day on October 4

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About Yenn

  • Rank
    Well-known member
  • Birthday 16/03/1936

More Information

  • Aircraft
    RV4
  • Location
    Benaraby
  • Country
    Australia

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  1. Todays news is that FAA have fined Boeing $3.9 million for fitting faulty tracks to 737s including the Max. What will they do for money?
  2. Yenn

    Bing carbie

    I had thought of replacing the bing with the aeroinjector, as used in the sonex. Cost US$499, plus I would need a pressure reducer and new throttle control. Probably also need to fit EGT gauges,so not a cheap alternative. Regarding fuel injection, the poms had it in the fifties. The Conquerer tank was fuel injected with a mechanical set up. I was a mechanic and one came in running rough. Having no experience I went to the office to find a maintenance manual, only to be told it was secret and I didn't have clearance to see it. I had to fix it and I did, but I cannot for the life of me remember how I did it. The poms also had a lot of other things and I doubt that any of them were as good as the German or US stuff.
  3. The ADF have helped in previous emergencies where they have expertise, even if it is only helping clean up after the floods. We cannot expect them to take on a job such as fire fighting with no training. If we consider that their role is as a back up for emergency responders, we should get them trained first.
  4. I really can't see the sense of human factors. I was always into airmanship and considered it extremely important. The theory training from the "College of Knowledge" was always stressing the importance of airmanship. Of course Airmanship is really Human Factors. Oh how I wish the idiots in charge had never decided to degrade Airmanship and bring in a politically correct term to replace it.
  5. I also did low flying as part of my PPL years ago. It was great training and showed me what could go wrong. If you have done it and then go on years later and low fly, just bearing mind that having your eyes outside the cockpit all the time will kill you, just as easily as having them inside. If you cannot understand why, just think about what you are fling in and where. If necessary I will explain, but working it our for yourself is a way to learn.
  6. Contrary to what is taught I prefer to have the landing site in line and not at right angles, or in other words I prefer to be on finals rather than base leg. I find it much easier to judge an approach straight in rather than putting a turn in the procedure.
  7. Looking back at post No 1 Is see the max temp was 161 degrees. My Jab manual recommends a max of 170 deg or 150 continuous, so there is no real problem. Lower the nose for more speed as soon as practicable. If you really want to get the temps down, try more baffling and ducting.
  8. Yenn

    Bing carbie

    M61A1 and Nev. You were ahead of me. I mis marked it and didn't pick up on your references to the locating tab. Thanks anyway I should have been more observant.
  9. To get the best from the airflow you need to make sure it is going between the fins, if some can get from the upper high pressure area to the low pressure underneath, without being close to the fins, it will not be an efficient coolant. It should be possible to bend some aluminium around to closely follow the tops of the fins and keep the air closer. rather like a curved V shape, both above and beneath the cylinders. It seems to be a fact that No 4 is always the hottest cylinder on a 2200 Jab.
  10. Yenn

    Bing carbie

    Problem solved. When I stripped the carbie initially I removed the cover and the slide, with the spring. I thought I had marked which way it was assembled and returned it the same way. Today I phoned Jabiru and talked to Lee. From my description of the problem he said it was most likely that the piston and diaphragm were incorrectly replaced. I of course said I had marked it, so we talked about other problems it could be. I asked which way the two inlets to above the diaphragm should point. Lee didn't know without taking a look at a carbie, I just thought they should point upstream to work and I had them pointing downstream. It only took a couple of minutes to take the top off, find the alignment tab on the diaphragm and sure enough it was not in the correct location, Turn it 180 degrees to correct location, the two inlets now point in the direction I expected. An hour later and it is installed on the engine and a test run shows it is all good. What a stupid mistake, I can't work out why I marked it incorrectly. Old timers disease catching up maybe. Thanks for all the advice and I have learnt that the quickest way to solve a problem is to go to the experts.
  11. I just had a call from an insurance assessor. He wanted to know if I knew which plane it was or who the owner was. Seemed funny to me. The insurance company doesn't know if they have the plane insured. I would have thought that the insurance company could approach the police to get at least the rego details.
  12. I was taught to clear the engine in any glides as a student, but living in central Qld it is seldom really cold here. I did once have an engine stop during a glide approach, that was early morning at an Old Station fly in. I didn't bother trying to restart, just landed and then started. I don't think any of the people watching realised what had happened. It is good to be high and with an idling or stopped engine, keep high and if you really need to get down to a glide slope, you can pull the nose up higher which is the same as being on the back edge of the power curve. All you need to do if you are getting low, is push the nose down. Don't try it unless you are happy flying slowly and know the plane.
  13. Yenn

    Bing carbie

    The floats are OK, I have the fuel at half inch down in the bowl when it is removed, which is the stated level. Seems a bit high to me as the floats will cause the level to be nearly overflowing when it is all assembled. I am pretty sure the main jet assembly is correct. First thing in is what I believe is the diffuser which has a shoulder to locate it, a small tube sticking up into the venturi area and holes around below the shoulder for air flow through the air duct. Below that is the needle jet, which has a concave base, which sits on the carrier. The carrier has an O ring at its base to stop fuel flow via the threads. Inside the base of the carrier is the main jet, which has a loose washer on the threaded portion. I never touched the starter system, so I assume that cannot be a problem. The plugs are well coated with black sooty carbon, so it is obviously way too rich. The only way I can start it is with full throttle, which says to me it is excessively rich, even with no big vacuum to lift the needle to a rich position. Usually I can diagnose the problems with an engine, without having to strip it down . Just logically work out what is happening, but this time I seem to be suffering from brain fade. I have it on the workbench now and will have another good look at it later, when it cools down a bit. I cannot believe that a problem with the O ring, would make it so rich. I should never have touched it as it was only running slightly rich before hand. The other thing I will check is the attachment of the needle into its carrier.
  14. The Old Station and Monduran have fuel. Monduran is a card bowser, Old Station you need to phone ahead. Gladstone stopped me folling 200l drums there years ago, so I never go there especially as they have a landing fee. Thangool has often had problems with the electronics. Gayndah is another option in the area.
  15. A good failure practice is to always treat every landing as if it was an engine failure. I always cut power at the end of downwind and am not happy with my performance if I have to apply power through being low. The ability to slip the plane to lose height is essential. The ability to see where you are heading for is a good one, I have seen several people who had no idea of how to locate their aim point. It is the point on the runway that doesn't move up or down the screen as you descend. There was one plane designed years ago, a Zenith from memory, which had no flaps and was not supposed to be side slipped. I don't know what you would do with an engine failure on that model. Maybe pray. Carrying an extra 10 kts to account for turbulence sounds like a good way to hit the far end of your chosen landing site, which is far better than hitting the near end as you should be going a lot slower. One good thing to bear in mind is that when the engine stops the plane belongs to the insurance company, by that I mean do all you can to save yourself and stop worrying about the plane.
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