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facthunter

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Everything posted by facthunter

  1. facthunter
    it's Extremely Difficult to forge something like a six throw crank shaft with seven Main Bearings. The grain flow you refer to is not ideal either in that application as it is in a poppet valve where you an extrude the shape and jump it up to thickness it. Plenty of racing car shafts are from billet and the get a more balanced result as well. Aero shafts are often nitrided where stress reliving is achieved at the same time as surface hardening.. Crack testing is done new and at every rebuild. There is NO non destructive test for Metal fatigue. At some stage the Part should be discarded, "Lifed" or it was built far too heavy to be on a plane. .Nev
  2. facthunter
    That is the Jabiru assessment of it... When considering the forces applying, you have to consider the larger order as being more significant. Potentially it's harmonics.. There will be a bad rpm SOMEWHERE on any engine. IF there's been a fault with SOME crankshafts and is Known that is a Quality control issue so fix that anyhow.. Gyroscopic forces broke Crankshafts in Croppy C-180's Pivoting on one wheel at High engine RPM. Nev
  3. facthunter
    WE understand that by now. How many times have you said much the same thing? Nev
  4. facthunter
    That is the Normal place to break. I think it's where the UL's normally DO as well. . Torsional vibration can do that. Having a flywheel on the other end and more mainbearings aggravates it. Might need dynamic Balance weights. You can't feel torsional vibration. IF a prop extension was doing that you would feel it. Nev
  5. facthunter
    Depends on where they are breaking wouldn't it? Its one of the few AERO Engines with a Mainbearing on each throw. Nev
  6. facthunter
    jabiru say it's variations in the heat treatment and replacement will be from solid billet fully machined. Engines are OK to 150 Hours so get in touch and schedule the work prior to reaching 150 Hours. Existing warrantees are extended to cover this. Nev
  7. facthunter
    "Think AEROPLANE" . Don't 1/2 do anything on one. Nev.
  8. facthunter
    There's plenty of engines that run exclusively on Avgas and have no issues with Lead even when it contained much more lead than it does today in 100LL.. Being synthetic these days where the Oils will mix does not mean much but infers better quality and uniformity.. Suitable additives are more often the critical factor, The Rotax requires the oil to serve a multitude of Purposes . The friction part of the Clutch(damper) the Cam of same, the reduction Gear and the General engine with Turbo Boost ( heat and load). PARTICULARLY. That is why it requires a special oil. There's a LOT of BS about what oils are best. In this case just DO what Rotax SAYS on the ones over 100HP. the 80HP and ULS can use what they always did. Sludge usually happens when engines don't get to run fully warmed up enough. Nev
  9. facthunter
    You don't HAVE to take off with a KNOWN sub standard condition, existing. Nev
  10. facthunter
    Not sufficient assurance for ME. . Nev
  11. facthunter
    I wouldn't use Gloop in a planes tires, full stop. If it goes flat, FIX it. Nev
  12. facthunter
    The THING is that it is very unlikely to get changed, so why go on and on about it? It's very unlikely to be ABOLISHED, A review of it's application would be justified. Nev
  13. facthunter
    AOPA is a different functioning thing entirely to the other two. It can freely advocate for Pilots and Aircraft owners.. That's it purpose. Nev
  14. facthunter
    Boeing boeing Gone. Once a GREAT company Perhaps the Best. Nev
  15. facthunter
    I would NOT recommend THAT. DOG only knows what penalties that would attract. Nev
  16. facthunter
    Personally I'd prefer tubeless tires as you don't tear the Valve out if the tire rotates a bit on the rim. That gives you INSTANT deflation. Caltrop is the worst thing for Punctures. Echuca had it. and It's hard to eliminate once you have it. Nev
  17. facthunter
    It was introduced way back when tubed tires were common Fenelec I think. Nev
  18. facthunter
    To answer the Question. No Not ever regarding fuel Vapourising issues on an 80 or 100 hp Rotax. but vapourising is not an uncommon thing with small aircraft on Mogas. Hot fuel can cause bubbles and float sinking (and consequent Flooding) even with some cars that had carburetters. Nev
  19. facthunter
    What's that got to do with it? It's a Motor with hot Pipes in a tight Cowl and Most have the Carbs located much Lower in the Cowl and heat rises?. Its the only set up I know that considers it wise to return fuel to help cool what fuel remains. A pretty ordinary way of doing it In my opinion.. Fuel vapourisation has to be ruled out to ensure safe flight. The pressure readings on this plane are NOT acceptable and we have been asked our Opinions. Nev
  20. facthunter
    It could easily be fuel too hot How well lagged are the fuel lines and how close to hot parts do they run? Nev
  21. facthunter
    Filters are a problem in many fuel systems. Nev
  22. facthunter
    Thruster is right. You should know your fuel system like the back of your hand. There's 2 subjects with a 10O% PASS Mark Required. W&B and Fuel Management. To bypass the EDP both valves must be open to allow the electric pump to flow fuel through it. IF either valve OR the spring, malfunctions the EDP won't pump. IF the electric pump is operating it keeps the EDP Diaphragm down with the spring compressed and not stroking. It's quite hard for the lightly spring loaded valves to fail closed But if your Bypass valve didn't seal your EDP wouldn't work properly, so I wonder at the wisdom of fitting it. The FIX creates another Problem. Nev
  23. facthunter
    Son Grahame has entered with his X. The cost of attending such things is a bit beyond me now. Might drop in since it's not far away, on one day. Nev
  24. facthunter
    That engine has spark Plugs. Looks more like a P&W or Wright . Nev
  25. facthunter
    Hi Ian. Nev
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