old man emu

HEY, Mister! How you like good screw?

I've got heaps of structural and non-structural screws, all aircraft quality. I want to get rid of them.

Even if you don't use them on an aircraft, they're a lot better and cheaper that the chinee stuff you'll get from Bunnings. Tell me you are interested and I'll make up a mixed bag.

Guarantee happy ending for you!

OME

I'm with you Jake!

Angry Old Man Emu

How is this for stupidity:

Camden Airport is in Class D airspace from 0700 to 1600 daily. The airspace extends from the surface to 2000'. Above that is uncontrolled airspace to 4500' where the Class C Airspace begins. The Class D Airspace at Camden is a circular area with a 2 NM radius. There are river flats just outside this circle of airspace where there is sufficient length to get any RAA type, and many GA types of airplane airborne.

Isn't it stupid, that I can legally take off in an RAA heavier-than-air craft, from a strip that is just a bit more that 2 NM from a control tower; announce my activities using the same radio frequency as that used by the tower, but be prohibited on pain of Eternal Damnation, to do the same thing 2 NM away.

I'm quite happy to stay under the airspace steps on my way out of the Sydney Basin, and maybe even stay under 5000' for the rest of my journey, but I resent being barred from using safe facilities because of a 2 NM ring of exclusion.

OME

There is a flying school at Camden with the same exemption, but what happens when the student finishes training and gets an RAA certificate?

"Sorry bud, but because you've done all your training under that rebel banner, we aren't going to let you play in our sandpit."

The other descriminatory thing is, if I got my RAA certificate and Camden, and then got hangarage at there for a RAA plane, I could only fly in an out of Camden before 8am and after 4pm each day. This despite the fact that I would probably have done all my circuit training at Camden using the same radio procedures and flight behaviour that a student from the same school doing a PPL in a VH reg'd plane would use.

OME

Here's the irony .I've just arrived at work at Camden Airport. It's 7.00am. The control tower doesn't start until 8.00am. Therefore I can legally get out in the circuit and fly around with the GA aircraft from the flying schools, the privately owned Baron from the hangar next door, several helicopters and a hot air balloon. The warbird jet and T4's don't get out of bed until after 8am. I can talk to all of these aircraft by radio and fly the same circuit pattern, but at 7.59am I have to be on the ground because for some magical reason, my flying abilities desert me at 8.00am. Happily, they will come back at 4.01pm when the tower closes for the day.

Sure 99% of Australia is free range for RAA pilots, but in major metropolitan areas this range is severely restricted. In Sydney, there are only The Oaks and Wedderburn (a private club strip) to cater for Sydney residents who live south of the Harbour and Parramatta River. I don't know where the northerners fly from because it's a two hour drive to get over to that side of the Metro Area.

That's what inhibits the growth of recreational flying in the major cities.

OME

OK. Thanks.

Not very conducive to the advancement of aviation is it?

OME

If I hold a Radio Operator's licence from when I had a PPL, and the plane I am flying is equiped with a radio with the appropriate frequencies, can I fly that plane in Class D airspace if I have an RAA certificate and the plane is RAA registered?

Old Man Emu

Nigel,

My suggestion is teh opposite of Maj's.

It depends on your fuel pump type. If it is a mechanical one, then there is a change in pressure as the diaphragm goes back and forth. If the fuel pressure guage is connected directly to the pump, the pressure in the liquid in the connecting tubing will show a change in pressure as the pump strokes.

My suggestion is to introduce a small air bubble into the line which will act as a type of pressure accumulator and even out the preessure in the line.

Even though Maj and I have givien opposite solution, I think you can see that we both think that the problem is a simple one relating to the need or not to have an air bubble in the line. One of us has to be correct.

OME

I'll check around the traps tomorrow when I go to Bankstown. Phone me an let me know what sizes would suit.

OME

Winsoar,

The biggest risk you run is from your dad's heart bursting with pride at the accomplishments of one of his children.

How would you feel if he passed over between now and the day of the flight and both of you did not have your wish fulfilled?

Do it, and carry the memory of it for the rest of both your lives.

Old Man Emu

Scams like the one your friend fell to have been around for ages:

'http%3A//chzhistoriclols.files.wordpress.com/2011/07/funny-pictures-history-lo-once-more-the-lord-in-his-mercy-offers-to-enhance-the-length-of-my-manhood-for-naught-but-ten-silver-pieces.jpg'

Don't go wasting time looking for non-existent problems. If owners want to specify glass cockpits and run GPS, radios and then feel the need to turn on every light fitted to the plane, then you can't expect an alternator that was designed for airplanes with analogue instuments and to maintain power supply during cruise to live up to the task.

Just consider these questions:

1. Is it essential to use the GPS to taxi to the runway threshold?

2. Is is absolutely necessary to have every light illuminated during the day?

3. Is it necessary to have the transponder turned on in the circuit?

The Jabiru alternator will handle the load if unnecessary electronics are turned off until the aircraft engine is running at climb or cruise revolutions. Once that has been reached, turn on the electronics as required.

OME

Can we have the contact details posted as well, please?

Please add the name of any company that you know of that can do laser or plasma cutting of airplane components.

Old Man Emu

I told you that Jabiru makes a good product. See how they saved weight by eliminating pulleys and belts?

The regulators (not being a Jabiru product) have given trouble. Do the otehr wiring checks before you do anything else.

I wonder if all the whizz-bang electricky stuff that you have in your airplane is just a bit too much for the alternator. But then again, We've got two full glass panel Jabs that are going OK.

OME

The 20-30,ooo Hrs TBO on the motor is equivalent to ten to fifteen engine lifetimes. At an approximate overhaul cost of $30,000 in today's money, that TBO life would equate to sometwhere near a half million dollar saving.

Regarding battery development. I'd never say, "Never" I can remember using NiCad batteries in Radio controlled planes in the 80's. They had a short working time span and a long regeneration time. Now we have LiPo batteries with long working time and short regeneration time. One can only beleive that in 10 years' time battery storage capacity will be much greater and regeneration time will be much shorter.

As for capturing vortex energy. or any other energy coming from the airplane's movement. that's been done for years. There have been wind powered generators on aircraft since the need for electrical power became necessary.

Is it so bad that the developers are saying that the electric C172 will only carry two? In all honesty, how often do you see a C172 loaded up until the door skins bulge? What about an electric Skycatcher? If a rapid charge system can be developed, this type of plane will be a boon to flying schools.

OME

First step is to eliminate the simple things.

1. Is the pulley belt tight? If the blet slips, the alternator won't spin fast enough. Rule of thumb is to tighten the belt so that it can be pushed in about 1/2" at the halfway point beteen pulleys.

2. Is the pulley belt in good condition? If it has been overtightened, the inner surface of the belt might have become polished and couls slip on the pulleys.

3. Are all electrical junctions bright and shiny? Dirt and corrosion are the best things to stop an electrical system from working.

4. Are all electrical connections tight? No join - no juice.

Despite what all the howls from the naysayers, Jabiru does produce a product that works. Don't go blaming the product if it has been poorly maintained.

Old Man Emu

OK We'll give that a go. We were going to temper in oil.

OME

With regard to this issue, engines overhauled must now use the new 3/8” nuts

(shaped in 12 points) instead of the previous MS21042-type nuts.

Recently the company I work for received some locknuts from Jabiru which, according to the Release Note were MS21042-type nuts. However, a glance told me that they were MS21044-type nuts.

What's the difference?

Well, the 042-type is a solid metal nut suitable for use forward of the firewall (that is, in high temperature areas), whereas the 044-type nuts have a nylon insert that caues the nut to self lock. These nuts cannot be used forward of the firewall (in high temperature areas) as the nylon will melt and the will come undone.

A possible reason for the issue of incorrect parts was that the regualr Spare Parts man was on holidays and his stand-in may not have had the experience to discern between the various types of hardware.

The crunch however comes down to the person using the hardware. So, before you use a nut, bolt, clevis pin or washer, you should confirm its suitability for the job.

Old Man Emu

We started to make a couple of these tools this week and found that due to incorrect tempering of the metal after welding, the shaft of the spanner could not sustain an applied torque of 30lbs-ft. We are researching tempering methods to ensure that the product we produce will not fail.

The annoying thing is that the tool we made for our shop didn't fail the torque test.

We hope to have a solution to the problem by the start of next week.

Old Man Emu

A solution of potassium permangante (Condy's Crystals) in water is an old remedy for tinea. Used it summer, it makes your feet look like they've been in sandals

And don't let's talk about Condy's Crystals, dissolved in ammonia, and recrystallised. The words "woofle dust" come to mind.

OME

Here you go. Try this

31. Variegated Gold-Brown (for Cast Brass)

Ingredients

• Potassium Permanganate... 10 gm
   
   
  
• Distilled Water... 1 L
   
   
  

Process

Hot immersion (3-5 min.)

Immerse in hot solution (194°F, 90°C). A golden lustre develops within one minute and becomes more intense. When lustre color is fully developed in 3 - 5 minutes, remove and wash in hot water, which is also a cooling process. Finally, wash article in cold water. Dry carefully first by blotting excess moisture with absorbant tissue paper and then air dry. Wax finish when dry.http://www.sciencecompany.com/patinas/patinaformulas.htm#26

http://www.sciencecompany.com/patinas/patinaformulas.htm#26

OME

You can't just use a spirit level. I think the one you have looks pretty good. There's got to be a way to get a brass colouring on that metal. Since brass is an alloy, I don't think you can electroplate it, but I think there may be some sort of paint type product that would put a brass patina on the metal.

OME

Scotty,

Go to a Clearing Sale and see if you can pick up a spirit level with brass fittings. A bit of Brasso and elbow grease should give you a pretty cover.

OME

There was a similar incident with a Liberty in the bankstown training area a bout two years ago. A solo student pilot had the passenger's side hatch come open in flight. He made a bee line for Camden and successfully landed on the main runway.

Good bit of pilotage from a fairly novice pilot, but it really annoyed the Top Gear people who were doing high speed circuits on the main runway at the time.

OME