Old Koreelah

Motza. How on earth did that pilot flying with rudder and flat turns ever get a pilots certificate? from what we read here there must be a heap of instructors who are not doing their job and that is a frightening thing to think about.

Perhaps granting someone the responsibility of flying an aircraft and especially carrying a passenger should not rest with one instructor. All humans have varying skills and judgement. In medicine, two or more doctors are required to endorse certain decisions.

 

 

I agree Russ. Can't beat measuring it in and measuring it out. One advantage of tail draggers; even shallow wing tanks can be dipped with a fair degree of accuracy.

 

 

speaking of spitfires, there was a spit pilot in the war who attributed his lack of being shot down to always flying with some rudder on ie. he was flying out of balance and deceived the hun pilot. Obviously it didn't hurt the spit airframe.

I too have read that, Yenn. (If 2 people saw it in print it must be true!)

 

 

I just hope it isn't catching.

Yawning is contagious.

 

 

I hear that the Qantas A-380 engine failure is the subject of a doco after 60 Minutes next Sunday.

 

 

...something in the air?

 

 

Classy fighter flying and awesome landscapes I hadn't associated with France. We rarely see an alternative to the American perspective. The movie was really more about showing off French aircraft. Interesting to see the impact Australia's Mirage purchase had on their industry.

 

 

Thanks for the link, Garfly. A sobering story. Cables are an easy way to link controls, but they need maintenance. There have been recent corrosion issues with swaged SS cables, with replacement required. Not an easy job. Another big worry is tension. Too loose and you invite flutter; too tight and you damage pulleys and anchor points.

 

 

Good thread, PM. A farmer friend always steers clear of paddocks, preferring roads. While roads are designed for wheels, they usually come equipped with power lines. We need a good long straight road with no trees to hide power poles.

 

A secondary consideration is having mobile reception on the ground, or being near human habitation. Not easy in many rural areas. There are many abandoned farmhouses; some properties only get occasional visits from the owner/manager.

 

 

Pulling the power back to idle is the nearest most trainees get to a stopped engine. Some on this forum have claimed that a prop creates more drag when idling than when stationary. I have it on good authority that the opposite may be true. Our training should prepare pilots for more rapid loss of height than when we cut to idle.

 

 

Looks like a lot of fun.....also looks like someone gave a parasail to a kid with ADHD.

...in most cases a better idea!

 

 

Looks like he's done his 10,000 hours!

 

 

... North on the coastal route is just inland of the water line and south is just to seaward of it so aircraft travelling in opposite directions obey the basic rule and pass to the right of each other. ..Kaz

Kaz are you sure you didn't get those back to front? Yenn's explanation was simple and clear.

 

 

Thanks for posting that masterpiece, Doug. The power of music and movie to motivate and captivate. We may be proud Aussies, but white fella dreaming is this sort of far off land in the Old World.

 

 

...International Harvester decided to put a 4x4 in the AA Line.It was a 3/4 tonne pickup 4x4 and had the big six cylinder Blue Diamond engine which went in everything up to the semi trailers.

In the little AA110 it produced a top speed of 160 km/hr, but at the penalty of about 4 MPG (70 litres/100 km, 1.42 km/litre)...

In the mid 60's a couple of my uncles had those Inter 4WDs. At one time it seemed all the young blades drove one. Petrol was cheap.

 

 

Getting sleepy at the wheel is affected by my comfort level as well as how busy my brain is. I have almost nodded off a number of times in the car, but never on the bike- even after a thousand-mile ride. Keeping the brain busy, fresh air, sensible diet and not too comfortable seems to be the key. There is so much to do while flying, I can't imagine it being a problem.

 

 

... the Greens want to see everyone on bicycles with the countryside covered in bird killing windmills, so overall more regressive leaning. The big picture is that both groups are totalitarian, rabidly anti-Semitic and make a big noise about the environment whilst destroying it. The environment being a useful front for another agenda.

Damn, GG, you've uncovered my evil greenie plot to take over the world!

 

 

Thanks for the info on gap seals Dafydd. Looks good, but probably not suited to my wooden contruction. I have spent a lot of time searching for mylar-type sheet suitable for my aircraft. The gap seals used by sailplanes etc is far too narrow. Mine would need to be 50mm. I have had some success with ordinary cloth tape stuck onto the "hidden" surface of the wing and control surface, but it starts to peel after a year or two.

 

 

Can you arrange an exit duct around the oil cooler that carries the air to an exit hole on the cowl with a lip in the air blast to create a bit of suction? ... Is your oil cooler intake getting decent high-pressure feed from the prop blast? ...

As you can see from the pic, the intake is just below the spinner, so wool tufting is not an option. I have been experimenting with closing off the head/cylinder intakes, so that more air comes in via the oil cooler.

 

Advice I've been given is absolutely get the biggest spinner on there that comes as close to the edges of the intake duct(s) as possible.

Right on; why not squish the ducts out to allow a bigger spinner?

 

...it's a very good idea to not change the prop. mass by much; the 2200's are very sensitive to the whole prop. characteristics and not just the anti-friction tension on the prop hub from the beleville washer pack but the whole flange attachment and shaft can be affected. That 'avoid this rpm range' thing is down to harmonics in the shaft and you pretty definitely don't want to change those from what's been found to be safe...

Agreed, but I'd like to know more about the "danger zone". Rod Stiff told us he was horrified to learn the US military run Jab engines in their drones at about 2400 rpm to get the best range. He didn't mention any after effects, but I guess they are considered almost disposable in that role. I recall one poster on this forum has had a good run cruising way below 2800rpm.

I will follow your suggestion to get some advice from Ian Bent. I am impressed with his energy and accessability.

 

...Way better 'smoothing' is to use the CAMit alternator and toothed belt set-up, that's been developed with full understanding of the shaft harmonic issues...

What's wrong with the crank-mounted alternator? I thought that was an inspired design; doing two things at once (adding to flywheel effect and generating adequate juice). Besides, many of us can't afford the extra weight or find the space for another alternator behind the engine.I read of a simple modification to the standard Jab alternator which involved effectively doubling the length of the winding. It was claimed to greatly increase output, but I haven't heard a thing since.

 

 

 

Byron is too expensive for greenies, more likely National Party members.

Oh Dear! I'm biting at FT's provocations again. Greenies are not all unwashed, long-haired tripod-dwellers, just as not all NP members are wealthy.

In fact you might find more wealth among Green supporters.

 

 

Gnarly:Arguing that Greens are Nazis, because Nazis Green is the kind of false equivalence that people like Durkin use to trick gullible people...

Crikey, I find myself defending GG! (Only a little bit.) He has a point about the Nazis. Some of Hitler's ideas would make him right at home with today's Green movement. He loved animals and children (but only proper Aryan ones) and had a healthy-sounding vego diet.

 

The reality ends about there. The majority of Nazi policies are anathema to the Greens. Today's greens are a broad church (I am a proud supporter, but disagree with several Green policies).

 

 

Now a new thread...the whole cooling airflow can be improved...

I have learned some useful lessons worth considering by anyone installing a Jab engine in a low-wing airframe. My engine cooling air exits above the wing in the low-pressure zone. The CHTs have always run cool-even too cool-so I installed butterfly-type cowl flaps. (I plan to replace them with smaller longitudinal doors to improve streamlining at cruise or if I have to glide.) The intake area is of little importance compared to the exit.

 

...Personally I'll be starting with a proper oil-cooler and installation... an oil-cooler outlet that doesn't exit into the main cowl cooling area...

You are on the money, Oscar. My oil cooler shares the same exit as the rest of the engine, and oil temps nudge the maximum. The only way I can see to improve this is to seal a few air gaps.

 

...A spinner better matched to the intakes...

I can't understand peoples' fixation with tiny spinners. The bigger the better. Look at a 1912 Deperdussin. Narrow slits either side let in enough air and can be easily married into standard Jab head cowls.

My spinner is 340mm diameter and mounted on a robust alloy plate. One secondary aim was to add a little more inertia to the prop to assist it to smooth power pulses. I have heard dissenting views. One bloke thought this might add to the stresses on the crank. Way beyond my expertise. Time will tell.

 

 

 

Ok, read the Naca report, interesting stuff.Re BL comments on cooling and warping of barrels, i think this is key stuff as it brings a few things together

Cooler running = longer life, Egg barrels, Lined up or jammed rings, All leading to early teardowns and ring barrel replacement

 

NOW throw in the odd other isssue like poor fuel, poor fuel distibution, few substandard bits and youve got seemingly random early failures .

 

SO how do we get cylinders cooling evenly?

 

From my duct fiddling....... i know a tiny dag of fibreglass can help or throw out air distribution, even worse in air filter to carb mouldings.

I'm tempted to toss out the standard fibreglass ducts and install a conventional horizontal fence around the engine, with a vertical wall behind the starter. It would need "gull wing" baffles between cylinders. Shouldn't be too hard to build, and once installed, getting at plugs etc should be a breeze. Perhaps this has been tried before?

 

 

Ok......what,s this "cold start kit" you mention.

It's a clever replacement for the LH coil, Russ. While the starter is energised the secondary winding cuts in and is triggered by a hall-effect sensor a few degrees after the coil. It produces a retarded spark at very low revs, only when cranking. Just what you need for a cold Jab with crook battery.

 

 

When your not flying learn how to play hakky sack. Get those motor skills happeningIts a long way from the brain to the feet.

...especially with mine! Add that to the time lags of ageing. No wonder I wander all over the place!