old man emu

What was the instrument used to obtain those low pressure readings?

A little data, no matter how inaccurate, is better than no data at all.

In this case, if the el cheapo pressure gauge gave the values it did, then the results were useful - caveat emptor. Imagine if the shoddy gauge gave readings of 75 - 80 psi and the condition of the engine was not queried. We'd be soon reading about one of those dangerous amateur-built little planes plunging from the sky.

It's the screen on 100% that causes the heat.

That's what I like. A simple solution. It pays to know how equipment works.

By the way what was the airframe the engine as attached to?

I would like to know that too. You might be looking closely at the engine but there might be matters relating to the airframe that people here know about, but as a new entrant to the market, you might not.

If the O-235-C1 runs a 6.75:1 compression ratio, then the theoretical best compression reading you can expect is (6.75 x 14.7) = 99 psi at sea level. But that's not the value you are looking at with a leak-down test. That is a test of how well a cylinder can hold a given pressure. 80 psi is close enough to peak compression to give reliable assessment.

the cylinder pressures range from 60psi to 64psi over 80 which seems incredibly low

20% would be the the line where you would go pulling things apart to take a look, or use a borescope as Facthunter says.

Allowing an engine to operate "on condition" is a decision that only a LAME can make, and most won't allow an engine to run "on condition" unless they have been the only person servicing it for many years. The concession is also affected by how the aircraft is used. Approving "on condition" is a heavy weight for a LAME to bear.

If this is your first aircraft purchase, trust your gut feeling. Simply by posting your question you are showing a good deal of "buyer beware". You might be interested in the aircraft, but don't let your heart rule your head. There are plenty more birds in the sky for you.

The whole south west corner of the airport is being levelled for Industrial development.

Yes, and it's not leveling, it's massive filling to control drainage so that corner can have a really big retail outlet built on it. I'd really like to see the certificates that Sydney Metro Airports has to confirm that the material used is Virgin Excavated Natural Material that they require tenants to use. virgin-excavated-natural-material

(Posted in 2017) Aminta Hennessy is the co-owner of Clamback and Hennessy at Bankstown Airport.

Alas, no more. One of the first victims on Bankstown Airport to the Robber Baron approach of the lease-holder to long-term tenants. When Aminta decided to retire, the company could not sell the hangars they had built to another small business. The buildings were resumed by the lease-holder without compensation. Now the smaller buildings have been demolished, making space for another non-aviation business to struggle on the site. As of this week (May 2020), the site remains undeveloped.

The black wires have possibly suffered water damage, as copper + hydrogen sulphide = copper sulphide.

Beware the dreaded black wire corrosion

Black wire corrosion is the bane of Radio Control fliers. In that scenario, the process involves connection to a power supply (battery). However, in Danny's case, the wire has not been used in a circuit, so the best reason is poor storage of the wire in wet or damp conditions. If it is due to water damage, then the black wire should not extend too far into the length, but who wants to be snipping away at a wire to get to the good stuff? You might end up with a good length of wire that is a smidge too short for the job.

Best thing is to do a Karen and talk to the Manager of the supply company.

In the Army we would say the strategic plan only gets you to the point of crossing the line of departure

A strategic plan gets a big boost if there is a huge dose of the Element of Surprise, which this operation had in Spades.

Notice that while the aircraft is standing still, the wingtips droop. As it gains speed, the wingtips rise, making the wing straight. That happens with most long, cantilevered wings, but usually is not as noticeable as in this aircraft.

Either way, don't forget to use a deburring tool.

oops !!!

Hopefully, lesson learnt.

please tell me you do not doubt that planes crashed into the twin towers

I'm absolutely, unequivocally certain that I saw, via live action broadcast, the second plane hit the Tower. I am certain that what I saw broadcast was not a visual special effect. I was watching that about midnight Eastern Daylight Saving Time, and the incident happened around 9:00 am New York time. My wife and I had just come back to our motel room after spending the evening with my mother, grieving over the passing of my father.

What I said about picking an altered photograph is advice on one way to pick an altered photograph. People who alter photographs use the magician's device of distraction. The focus your attention on what they want you to see, but don't alter background stuff. Yenn did it with that photo he posted of the P51 allegedly buzzing a 4WD and trailer. Do you remember the picture that has a voluptuous woman in the foreground, but in the background it appears that a dog is driving a car down the street?

If you doubt the authenticity of a picture, look for anomalies in the background.

But don't dare try to take their guns from them, ban them from alcohol, or, worse yet, fight an invisible microbial enemy by isolating themselves.

By chance I happened to tune into the late night news in Australia on 11th September 2001. I watched the broadcast from New York of the aftermath of the first hit which happened at 8:46 am New York time. I was still watching the broadcast of the aftermath of the first impact when I saw the second impact at 9:03 am Local.

If you watch the video, take your eyes off the aircraft and building. Look into the background to see any anomalies. Remember the photo Yenn posted of the P51 over the Stuart? It took us about 5 seconds to determine that it was Photoshopped. Never look at the intended centre piece of a photo to see it it's fact or false.

I now have a full list of stuff that relates to my machine

What you have is only what was issued up to the date you made your enquiries. You may still have to add new stuff to you list as time goes by. Keep reviewing.

CASA, the Law-Giver says this is what is to be carried. No mention of carrying log books. I assume that an RAAus aircraft is an Australian aircraft, and would be subject to this Regulation.

Documents to be carried CAR 139, CAR 233

An Australian aircraft shall, when flying in Australian airspace, carry:

• unless CASA otherwise approves, its maintenance release and any other document approved for use as an alternative to the maintenance release
  
• unless CASA otherwise approves, the licences and medical certificates of the operating crew
  
• the flight manual (if any) for the aircraft, alternatively AOC holders may carry the operations manual (see CAR 139(3)(a))
  
• latest editions of aeronautical, information and instructions applicable for the route or any alternative route that may be flown that is published in the AIP, or a data service provider, or by an organisation approved by CASA and which are readily accessible to the flight crew
  
• bills of lading and manifests with respect to any cargo.
  

Refer to the thread - "Anyone want to buy a DC-3?"

I didn't like the symmetrical wind that following the plans produced, so I decided to go the wing rib route.

First I cut two templates from MDF, and drilled matching holes through them to take a bit of fencing wire. Then I cut rectangular blanks of corflute and put them between the templates.

I used my band saw to follow the edges of the templates to cut the ribs. That's one good thing about getting old - you finally have the tools you wished you had when you were younger.

Cutting the ribs with the channels running from top to bottom give the greatest resistance to vertical crushing, but doesn't leave much surface for glue. So I ran masking tape over the top and bottom edges to make a gluing surface. The result is not pretty, but who looks at the ribs inside a wing?

Is yo' bitch stuck away from home?

I don't understand the question.

What I mean was, that since people are saying that LAMEs are doing the maintenance, or identifying and repairing faults, Why are they not also mentioning persons approved by RAAus to conduct maintenance on aircraft not their own. Does that mean that people are not as confident of RAAus -approved maintainers than they are of CASA approved ones?

Not that I mean to be casting slurs on RAAus-approved maintainers.

FAIL!!!!

You threw the fuel from your fuel drain on the ground. Now we've got a pollution problem at Camden Airport that the head lease holder is trying to shift onto the tenants!

the rear plugs were almost impossible to access & were different to the front ones, Iridium I think & so didn't get replaced when the front set were.

All spark plugs will wear out due to the simple fact that the arcing erodes them. A traditional IX iridium plug such as NGK ZFR6FIX-11 has an iridium center electrode, however the ground electrode is a traditional nickel construction. Therefore, the ground electrode will wear out first. NGK gives them a life expectancy of 40-50k miles. But they have to temper their projections as driving conditions and motor modifications differ. Typically, you can expect 60,000 to 80,000 miles on an unaltered motor.

At about $20 per plug, the pain and suffering involved in replacing them strikes through the hop-pocket nerve. All other pain is trivial.

All this extra has made it a labour intensive project

Pardon me, but who did the pre-purchase inspection of the aircraft? If a pre-purchase identified all the problems you mention, then the list would have been a great bargaining chip to reduce the asking price. After all, if you've had to spend money to rectify problems, then you don't need to shell out that money in the purchase price.

I find it interesting in reading through this thread that many of you have mentioned the involvement of a LAME, but no one has mentioned an L2, 3 or 4 as being involved in the maintenance. Does that mean that the certifying criteria for a RAAus maintenance approval is sub-standard?

A Canadian aerobatic jet performing a flyover to boost morale during the coronavirus pandemic has crashed into a neighbourhood, killing one crew member. The flyover was performed by The Snowbirds, Canada's equivalent of the US Air Force Thunderbirds. The crash left debris scattered in the streets near the airport in Kamloops, 418 kilometres north-east of Vancouver, seriously injuring another crew member and setting a house on fire.

I have a Hyundai 2.7 litre V6 engine. To service the spark plugs in the rear bank (east/west layout) you have to remove the intake plenum, which also involves trying to get at a hidden bolt at the rear. Removing the plenum is not a difficult task of itself, but it takes time, and for a mechanic, time is money. It's also advised to replace the plenum gasket if the plenum has been removed - extra expense.