old man emu

 I’m talking about the process control for manufacturing a particular structure using novel methods and design.

 

I was taking a broader meaning of "dependent on process control" by including the operator as an element of the process. Then narrowing in on ensuring that the operator was competent to carry out the specific process. That's what CAR 33D is about. But having re-read your earlier post, I now see the direction you are approaching the topic from and understand what you meant.

Given the scale that a WAC is drawn to, how accurately can you measure one NM on it? Also if, say your intended track passed over Smokey Junction Railway Station, how accurately can you measure the distance between intended track and track made good?  That's without a GPS, which is cheating if you are relying on map reading.

I still want to read the original article the graphic came from, please. 

This is an aviation site so let's try and keep it to that...there is always https://www.whatsupaustralia.com for anything else

 

Yeah! It's getting lonely over there, so come on over and have fun. 

I think you should clarify what "rotary" you mean - A La Rhone or a Wankel type.

Fusion processes would seem very dependant on process control

 

And this is probably the reason that we fave CAR 33D file:///C:/Users/Mark/Downloads/33_1.pdf

1.   It is very hard to check the use of idioms that involve religious references when a lot of these references arise from either the first widely available books - King James Bible, or from colloquial usages of a  society in which religious observance was common - "saint's preserve", "God help us".  One must accept that the current use of these phrases does not imply any religious belief. They are just part and parcel of the way we talk. It is a sign of courteousness not to make a song and dance about the use of words and phrases that have long been in common parlance.

2. To advance a discussion to a conclusion, or consensus, it is necessary to "play the ball, not the man"? Such goings on will only make observers wander away, losing the audience for the discussion.

I suppose you've been here: http://www.rotaryeng.net/

Here's an Australian mob developing a similar engine: https://reda.vpweb.com.au/

Please post a link to the article that contains this graph

/monthly_2020_01/1in60.thumb.jpg.f0269e0e7e609fa29a062baa9bdc4ffc.jpg

G'day LW!

I'd ask you where your strip is, but that would be a give-away to Phil and Jerry who are likely to dead-stick in on it, and we want to keep you as a site member for a while yet.

10 December 1978 - VH-WNN (C-172) Mudgee - Dubbo - Cowra - Mudgee Flight test at completion of navigation training.

19 December 1978 - Full PPL approved (Day VMC, Fixed Pitch, Fixed U/C)

7  January 1979 - VH-WES (PA-28-180 Cherokee) Dubbo - Bankstown overflying Katoomba and Orange - 1:50 hrs Full reporting

9  January 1979 - Reverse flight 2:15 Hrs

27 January 1979 - Dubbo - Mildura - Adelaide (Primary) VH-WES  5:20 hrs - Sartime

29 January 1979 - Reverse flight 5:20 Hrs

After a long break from July 1973 to March 1978, I resumed my RPPL training with George Campbell at Mudgee. I had 66:55 hrs logged when I started with George and after 75:25 I had my RPPL. I did some training in PA28-140's and 180's at Dubbo during the winter of 1978, then I returned to Mudgee where I did the test to lift the area restriction. The purpose of my first PPL fledgling flight was to go to Sydney for a Pre-selection interview for NSW Police. Later that month I flew from Dubbo to Adelaide with a lady friend to visit an old flatmate. Back then, landing at Adelaide Airport was a snack, and my mate lived near the airport. That's over forty years ago, and WES is still flying, but now it flies out of Camden. I must scrape some money together to join it back in the air.

Here's a picture taken at Adelaide Airport during the pre-flight for the return flight to Dubbo. I didn't move the relationship on with the lady. I was too busy being a Probationary Constable and was snapped up by another - together 40 years this March. Too bad the wife doesn't like light aircraft.

Leap year?

 

Fly Tornado's New Year resolution: Read the NOTAMs.

Happy New Year to you all. 

I look forward to saying the same to all the same people in 364 and 3/4 days.

OME

I had a look at the public transport times to go from the four London airports to Marble Bar station (close to Buck House). The trip from Luton was one hour, which was the quickest trip. From Sydney International to Sydney CBD (St James) takes 38 minutes by train, but the frequency of trains is not as great as I expect it would be using London's Underground.

The most accurate name for making objects by controlled layering of material is "additive manufacturing". Making objects by the controlled removal of material from an unshapped mass of parent material is "milling".

The use of the word "printing" arises from the analogy between how a dot-matrix or ink-jet printer creates a product. With additive manufacturing, the original "image" is repeatedly overlain with material as the machine follows the same path in the X-Y plane while rising in the Z plane after each pass. In milling, the machine lowers into the Z plane after every pass.

In both cases, the movement of the machine is through computer software which controls the movement in the X,Y and Z planes simultaneously.

Just shows that unless you are riding the crest of the wave of a new technology, you fall off into the trough behind. I haven't played with 3D printing for about four years, and I didn't have one of those whizzo printers, just a simple Prusa.

You can see the same thing over Sydney, but the Tree Huggers have solved the problem this summer by ensuring that the air in the Sydney Basin is filled with eucalyptus smoke.

Using a 3D printer to make items like these gussets sounds like a brilliant idea. Perfect repeatability; holes made by not printing in those areas; automated production. However 3D printing involves laying down a thin extrusion of material, then repeatedly going over the same path, laying fresh material on top of the preceding layer. This is similar to making pottery by coiling.

The reason that his method is not suitable for making gussets is the poor strength of the bond between adjacent layers. The bond strength depends on the initial temperature of the exruded material, and its rate of cooling. Also the extruded material is like a tyre. It has only a small contact patch between layers. The bulk of the extruded material lies between.

This reduces the shear strength between layers, which means that if strong forces are applied to the finished product, the bond between layers could fail and the component break apart. When making these gussets, it is important that the inter-component bonds act in all directions, not just along parallel planes.

Any form of cancer and they kick you out.

 

That makes it hard for us fair-skinned fellas. I've got heaps of damage to the exposed parts of my body due to exposure to the sun, and the generic term for them is "sun cancers'.  It's a bit like stopping a 15-year-old from flight training because of acne and blackheads.

a classic trait of Australians when fighting, is personal initiative. That is, instead of waiting for orders, they take it upon themselves to make important decisions, on the spot.

 

That's what volunteers do, and probably why, in a tight spot, Australian military personnel make the Johnny-on-the-spot decisions that show the ability to analyse and develop plans for the best outcome.

I'm hearing stuff on the grapevine how the same ability operated during the NSW bushfires. Apparently, in the beginning of the crisis, control of fire grounds was in the hands of "Fire & Rescue NSW", the permanent fire brigade organisation. Their Commanders were sent out into the bush to direct Rural Fire Service units. These Commanders were well trained in dealing with fires in urban situations, but had little or no training in dealing with fires in bushland. The majority of them were sensible and simply asked RFS unit leaders to get on with it, but to keep them in the loop so that the  command structure appeared to be operating. Where this happened, the RFS was effective. Of course you always get the Mandarin who wants to lord it over everyone. Where the odd one of these popped up, the RFS was ineffective.

Finally, a state of emergency was declared, and overall command was placed in the hands of the RFS. They can't extinguish all the fires, but they are doing a better job of protecting life and property by using their local knowledge.

Nollaig chridheil agus bliadhna mhath ùr

Nollaig aoibhinn agus bliain nua shona

merry christmas and happy new year

Don't Jabirus have an altitude compensating carburettor? I know that VW Beetle carburetors  had this feature, but that was probably only fitted to European and USA engines.

I honestly didn't think a plug 'n' play swapping of battery packs would fall into the "changing components" rule, but you've got to prod the discussion occasionally.

Is it correct that a richer than a "chemically correct" mixture can be used to reduce CHT if they have been raised as a result of over-leaning? 

I think that an engine's exhaust valves can handle the temperatures associated with a chemically correct fuel/air mixture, ie properly leaned, but an overly leaned mixture will result firstly in one cause of detonation and subsequently in "burning" of the exhaust valves.

If there was one person whose spirit is probably still cursing correct leaning techniques, it would be the Japanese Admiral Yamamoto. His aircraft was attacked and downed by  the 339th Fighter Squadron, 347th Fighter Group, flying P-38G Lightning aircraft, equipped with drop tanks. To avoid detection by radar and Japanese personnel stationed in the Solomon Islands along a straight-line distance of about 400 miles (640 km) between U.S. forces and Bougainville, the mission entailed an over-water flight south and west of the Solomons. This roundabout approach was plotted and measured to be about 600 miles (970 km). The fighters would, therefore, travel 600 miles out to the target and 400 miles back.

Such a long range flight required careful fuel management, which was only possible through accurate mixture control.

Solenoid operated valves in an conventional internal combustion engine sounds like a good idea for weight reduction and accuracy of timing. Aren't fuel injectors some sort of solenoid?

Radial and rotary engines are Drag generators and the rotary affects the ability to turn in one direction.

As soon as a very, very efficient way to remove the maximum number of electrons from a chemical element or compound, then electric motors, which don't suffer the effects of diminishing atmospheric oxygen concentrations with altitude, will become the norm for light aircraft propulsion.

Now, here's a side-tracking issue. If, in the future, electric motors become the norm in light aircraft and power units are made for quick interchange (like rechargeable power units in tools) would the removal of a spent unit and its replacement by a fully charged one constitute "changing an aircraft component" and would have to be done by a licensed engineer?

Radials require heavy flywheel mass and the more cylinders, the smoother they run. They are also BIG in frontal area relatively.. Nev

 

Question: Doesn't the propeller provide the inertial mass that a a flywheel does in, say a car engine?

And I've already thought of calling a propeller a "fly wheel".

It seems odd that during ground theory courses on engine performance we learn a lot about the "chemically correct" fuel/air mixture, then when we start doing our practical flying and mixture control becomes part of a checklist litany where mixture is set to "rich". From then on, we are made to believe that the red knob is untouchable.

It's also forgotten in flight planning. How many times does the average pilot divert from the "2500 RPM will give you 100 knots"? The chart shows how the range of a C-172 at various altitudes with the mixture leaned. These are speeds in still air.

If you take the figures for Standard Temperature at 4000'

2400 RPM > 100 kts @ 27 litres per hour

2200 RPM >   99 kts @ 22.5 litres per hour

So the fuel saving is 4.5 litres per hour. If avgas is $2.20/ litre this is a saving of $9.90 per hour

100 NM @ 99 kts takes 60.6 minutes

100 NM @ 100 kts takes 54.6 minutes

You would waste nearly six minutes at the end of a trip just in stretching your legs.