turboplanner

..or 2067.

Turbo apologises for the error.

Yesterday three people protested at “hoons being let loose in Hobart. The Mercury reported this was the biggest protest since the Vietnam War when five people filled the dock area. Kevin, our axe man from Latrobe just posted on the Mercury FB page that the government should not introduce metrication. “I can judge how many super feet there are in a tree” he said I don’t need a Meter to tell me, I have enough problems with the XXXXXXX phone!”

.....pro.  Tasmanians started buying white cars; they couldn't buy the Morris Minor any more, that had been discontinued in 2018 in Tas, but there was a noticeable difference in the speed of cars on the road, and the Tasmanian Road Patrol (Tas doesn't have a highway) was run off their feet booking cars doing more than 35 mph.

The bull merchandise boomed too; white bomber jackets with a little bulls head on them sold for $180.00, Woollen Mittens with the bull logo were being left nehind in the Hobart Latte joint, and the Premier had offered to underwrite a business selling Cascade energy drinks, named White bull.

bull thought about the Drifter project and decided to go ahead with ............

Drivers of cars have always wanted instant acceleration on demand; you're about to turn into oncoming traffic, there's a gap, and you hit the accelerator pedal and get through in time.

Buyers for a long time avoided buying turbocharged cars when they had that 1/2 to 1 second turbo lag, and the manufacturers managed to reduce the lag, then the Japanese water-jacketed the turbocharger, avoiding most of the overloading failures. Today, while mandatory to achieve current emission levels, we'd probably be comfortable buying them.

It's possible similar changes could have been made to gas turbines to reduce lag, but the 1979 fuel crisis and 98% echaust emission reductions have meant we now build our ICE engines to use as little fuel as possible, so gas turbine would still have trouble in the market, even if there was a way to match ICE emission levels.

Cost must still be a problem, because gas turbines still haven't found their way into small aircraft, even though these aircraft are suited to the rpm profile. There are plenty of small turbines built - APUs on bigger aircraft is one application. 

In the 1950s Jet Pilots had replaced the Spitfire Pilots of the fourties, advertisers were drawing jet planes on food products and the automotive design studios were featuring jet intakes around radiators and fins on cars, so it made a good future-car project for Chrysler. In the sixties we had space rockets, and those decades were all bright and shiny and new, so it fitted right in.

.............due for its weekly service. (Turbine Telecoms (Tas) Pty Ltd had built in this nice little earner - only charged $5, but when a million Tasmanians brought them in every week because everyone else did, the cash mounted up.

bull hadn't wasted any time getting intgo the drag racing scene in Tasmania. The Launceston Mile (drag strips were normally a quarter mile, but it took the Tassie cars a mile to get going) Here's a shot of bull in his new Morris Minor dragster; you can see the front wheels lifting as he leaves the start line with his "mechanic". What you can't see is the valve bounce and pre-ignition.

bull had suggested one of these drag engines, which had been modified extensively with a set of Champion spark plugs, for the Drifter project but ..............

52 minutes ago, skippydiesel said:

I have only the one experience with a "broker" and I certainly hope never to have any dealings with one again.

 

Tubo - your logically approach makes sense and is just what I have done. However the broker seemed to think my detailed check list to be excessive and this is from a bloke who doesnt know anything about (factory) Mandatory Modifications as applied to kit aircraft.

He will probably cost himself the sale.

.......which as we know originated shortly after Dirk Hartog discovered Western Australia.

Not many people know he actually discovered Australia; they were sailing south east after a Tea and Spice marketing conference in India, when the ship ran aground.

"XXXX, we've hit Australia!" said Dirk, and the rest is history, with Western Australians speaking a combination of Dutch and Mardudunera.

Captain Cook, of course landed several centuries later, by accident on his way to a spear in the back west of Honolulu. History has never given us the exact details of that last encounter, but we can take some clues from the location, named the Sandwich Islands.

Captain Cook, of course, ..........................

45 minutes ago, onetrack said:

I never cease to be amazed at the lack of professionalism and the lack of product knowledge by many people in the sales areas of industry. A broker is providing a service, and that service involves knowing what they are selling and providing the information that the buyer seeks. A good broker or agent also finds out the buyers budget, the planned use of the item, and whether the item they're selling will "fill the bill" for the buyers requirements.

 

I do a small amount of buying of equipment for people who have heard of my equipment knowledge and purchasing skills, via word of mouth. I'm not a broker, nor do I do this as a profession - but I like to keep my acquired skills tuned up.

I have self-drawn-up evaluation charts for each type of equipment, with every major item of componentry listed, that relates to that item of equipment - along with my assessment of its condition, its performance in operation, and any potential repairs needed.

The charts are based on military charts that were designed for maintenance purposes - but I have substantially modified them for sales inspection purposes. Many machinery dealers would utilise a similar type of evaluation chart for assessing trade-ins, in the 1960's and 1970's.

I take about 35 to 40 photos of the item of equipment, and provide a written report to the buyer, giving an accurate assessment of the item. Most of these items of equipment are coming up for sale in auctions, some are privately or dealer owned.

 

Regardless, the approach is the same - assess the item of equipment in a logical written and recorded manner, and provide all the information and clear photos, that the potential buyer needs to make an informed decision.

I have never yet had an unhappy potential buyer, because they are impressed at what I provide - a professional report that makes it easy for them to make a decision based on their needs and requirements.

A professional broker should be able to provide a similar report - and if they can't, they're not professional, they're merely sales BS-artists, just intent on keeping up a flow of income, with little concern for making sure both seller and buyer are satisfied.

 

 

You're experienced in high cost capital equipment and it shows; you'd be in that top 10%.

There are a few pots calling the kettle black here; very little Application and Requirement given, but the receiver is expected to be a  mind reader. With a GA aircraft the communications systems can vary by $20,000.00 alone, and there are so many other variables, particularly after five or six owners have customised the aircraft during the last 40 years, that, while I understand it would be smart spreadsheeting the full specifications, along with maintenance activities, intervals, time on each item, amount of corrosion etc. to actually give the potential buyer enough information to make an informed decision, some sellers are so burned by the level of communication of the buyer, that it's quicker to just quote a price and see if the buyer is serious, and if so, then go into details. This is mainly what happens when sellers are talkers and don't want to get involved in that "written crap", whereas if you spreadsheet it, and save the file, you can email that to every enquirer. I've sold a lot of capital equipment and all of it started with a quote including a short comment on my aplication analysis, a detailed specification with nothing missing, a legal/performance analysis relating to the application, and a price at which it can be bought. The buyer, usually a fleet manager, but very similar to the position of the broker, just has to make a recommendation and give these details to the Board to discuss. You can see how someone like KR is then in a position to buy it there and then, or ask for 1 or more variations. Very simple process, very happy customers.

.....relies heavily on the Instruments (AVREF).

For example, when Salty gets on the drums no one can hear any conversation, so the complaints.............

16 minutes ago, skippydiesel said:

I think we all understand that brokers/sales people in general are all about making a quick sale at the highest price (% return to them) - what I dont get is the lack of product knowledge, the general BS,  demands for down payments, befor even doing a good inspection (I refused point blank) then when sale price and any condition's agreed to, hitting you with a 3 page agreement, which A fails to accurately describe the aircraft and its major components and B is largely unintelligible,would seem to attempt to undermine the standing of vital documents (eg Log Book) and the responsibility of the vendor to disclose any known defect that may cause injury or harm, etc etc  - I have refused to sign this. So far stalemate!

Like any high cost industry there are people who can actually keep their nose above water for a few weeks or months as you describe, and about 70% of sales people assume you know what you want and just want to conlcude the sale without all that messy paperwork, and there are the top 10% who will ask you what your want, and spend some time writing down your needs, then spend a few days on and off researching available equipment which meets those needs, and provide you with a spreadsheet analysis of the products, prices and specifications. They are the people you need to find if you aren't going to do the job yourself.

Quite a bit of evidence has stacked up about Roswell over the years.

......decided at Turbo HQ to buy California Texas Oil Co, call it Caltex, and successfully supplied the car industry for years, until ........

8 hours ago, Paul davenport said:

So I take it none of you have actually tried any of this on a JABIRU. Engine and at best it’s speculation . My initial question stands what can be done to tweak without modifying to make it more efficient and possibly gain some free hp 

Well tweak is not an engineering term, so maybe you could explain yourself?

3 minutes ago, facthunter said:

You are right. Both my recommendations reduce the heat . Perhaps a water methanol injector for high power settings? Nev

I've always followed the principle that unless you want a real boost in the pants from the extra power, it's not worth taking the chances of side effects when you think about modifying an engine. What you said in your earlier thread I agree with; just clean up the things that are there. Boosting power from a standard engine is normally for racing where you accept an exponentially shorter life as you increase power.

........wing.

Turbo, an industry leader in Diversity even then had managed to persuade Hoov (Cappy clearly never reached the inner inner circle) not to disrespect Amelia, but sensed that he might know the truth about that day when the Spruce Goose first.

It wasn't on Long Beach Harbour; that was a later PR stunt for the press.

Not many people know that Turbo was one of the designers, spending hours through the night at his drawing board, drawing bigger and bigger curves until, by his own natural instincts he had arrived at the optimum shape, fuse length and wing span to carry 800 troops anywhere in the world.

It's testament to his drafting and calculating skills that his design, using nothing more than spruce for a frame would be copied by Being for its 747, and Airbus in future years.

Of course it meant many boring hours testing the original prototype out on the Bay, with Howard cracking the whip. He had a history of cracking up every plane he'd ever flown, so he was only allowed to taxy the Spruce Goose, but there was plenty to test; Howard invented servo controls, being smart enough to know that no man, except perhaps Turbo could handle a two tonne elevator effort on the stick. Often Turbo would invite Amelia along, and they'd walk out in one of the wings and spend the afternoon listening to the drone of the engines and doing what young people do.

This particular afternoon Howard had found the throttles were sticking on engines 2, 3 6 and 8. He was pumping the throttles and strring up the water, but couldn't get the aircraft to plane, and started his whining screaming for Turbo, who luckily heard it when he'd pulled the throttles back to idling for the tenth time. Turbo, resourceful as ever came up with a solution and he and Amela quickly went through the wing attending to each engine while they were all at idle.

Turbo had told Howard not to open the throttles while he was working on them, but Howard was partly deaf, and suddenly jammed them forward and the Spruce Goose lurched out of the water.

Turbo and Amelia took another tumble, and a lone cameraman on the shore snapped a photo which was to become world-famous decades later.

Turbo never told Howard he'd fixed the throttles with KY jelly, and he wasn't about to tell Hoov, because...................

.......Air Force One (which was a DC3 in those days and bet each other they could land it on the White House Lawn. Howard tried three times but had to go round on each occasion, but Turbo, a lot younger with sharper reflexes, three pointed it on the lawn.

DC3s didn't have much stopping power, and there were no bollards of fences around the White House in those days - you could walk up and see the President working in the Oval Office.

Turbo almost got it stopped , but just skidded out onto the street and knocked down a family from Des Moines, Iowa. No one was hurt, and Turbo jumped out and after making sure they were OK, offered to take them inside the plane and the President would sign an autograph.

Howard looked very Presidential, signed some old coffee cups and said to the son "You'll go far, Son"  and Howard stopped the traffic while Turbo flung the DC around 180, and he soved the trottle through the gate and only knocked one chimney pot off the White House.

You probably couldn't do that today what with all the politically correct sh!t around, or .............

......may come across if WW III breaks out.

It was Howard who explained to a young Turbo Basic Aeronautical Knowledge. "Some call it BAK now; useless XXXXX, they don't even learn the basics" and he taught Turbo so well that by the age of three he was able to carve an aircraft out of a lemon tree and make it fly.

Howard chose a particularly tough instructor to teach Turbo. Biggles himself; now almost totally deaf from putting his head over the side of a Bulldog to yell smart aleck theories to the boys in the other kites, Biggles had a short temper and didn't muck about. He'd put the aircraft nto an irrecoverable spin and say to Turbo "Fix this or we die!" Turbo, using his BAK knowledge would analyse the situation, then do the only thing possible to save the aircraft.

On a few occasions that included shaking his head to get he ears full extended and....

.......in the meantime I've decided to built a Briggs & Stratton (BNS)/Drifter production line.

Not many people know that the brains behind the Briggs & Stratton success story; it was once said that there were more BNS engines in the world than there were fleas.

Lucy trained as an engineer at MIT and graduated just as Joe Briggs was going through a bad spot with thru bolt failures in his B engines. He gave the project to Lucy to fix. As an Engineer, she'd always liked nuts, and quickly figured that if you clamp the head to the barrel with bolts and nuts and you bolt the barrel to the crankcase with bolts and nuts there are no thru bolts to pull out. The results with the MK II BNS were little short of astounding. An unbreakable engine, and it sold around the world. Joe took on Lucy as a partner and so the name became Briggs and Stratton. Lucy married Howard Turbine but he had to go off the War; flew Hellcats off the USS Midway where .........

1 hour ago, Old Koreelah said:

That’s been the common advice, but it should only hold true if you run the carb dry on shut-down (how would the fresh fuel get into an already-full float bowl?)

 

I only run my carb dry if planning not to fly for weeks or months.

 

 

I did say that was in the fuel-injected engine; there's an electric fuel pump in the fuel tank which pumps up to full pressure as soon as you turn the key on, and I probably shouldn't have used instant because it still needs the starter turning the motor over a few turns, but a start on first key start.

I was going to say my collection of stationary engines, tractor, etc always take a bit of cranking, so it's harder to tell there but they all start with a small amount of new fuel as against having to drain all the old fuel out.

The new fuel seems to catalyse the lot; you don't have to shake the tank or try to stir it in the tractor tank; it seems to spread itself.

I think you're probably right about the carby bowl, but it would only need a squirt or two coming up the lines to catalyse that.

I used to tip the fuel out of the chainsaw, brushcutters etc, and syphone as much as I could out of tanks where engines were not going to be used for months, but the 98 premium with the extra shot of new fuel seems to solve my problems.

...scheduled for production in the coming spring.  Unfortunately Salty went off the planet, dressing up in suits two sizes too small for him, just like Elon Musk and just like the Tesla 3 series the Drifter Lite production line hadn't started because someone forgot to wire power to the factory.

It was when Salty announced he was going to build a Space Port at Schitt's Creek that the Press turned on him and................

[New NES readers are advised to ignore the outbursts from Cappy, who pounces on the slighest oversight on a forum. When he was a kid he would whine "Are we there yet?" even for a trip to the shops, then the minute he turned sixteen, he wouldn't leave the house unless someone told him whether to wear a jumper or not. What we do is just give him his dots or full stop or whatever else he wants, and post a retaliation in the afternoon when he's off with the fieries corrected; fairies]

.......a Briggs & Stratton; no thru bolts, still runs when cricket chaff, sawdust or bulldust (not referring to THE bull from bone), or when covered in sewerage.

it cost him ten bucks with the ezy-start and he quickly bolted it in, rigged a rope from the ez-start to a foot pedal, and taxied to the very end of the strip. This was a smart move because the Drifter just didn’t lift. Salty was frightened of Skye enough to sit there and wait it out preferring to lose he Cajoolies in the barbed wire than suffer what that monster would do to him. The drifter cleared the boundary fence and slowly gained height over the Mallee where Salty had once gone in at 4,000 feet when a Thru bolt let go, only to see the only graded strip free of mulga in 50 nm.

”THIS IS FLYING!” He thought as the gentle breeze warmed his moustache, and he cam up with the concept of “Drifter Lite”, and

..........out his crayon (that's all the Schitt's CReek Store sold) and wrote a letter to the Mayor. The problem came when he tried to buy a postage stamp at the store. Skye, in her early fifties, was getting to the point where she didn't care much about anything snapped "Why don't you text him, we don't keep stamps anymore", and Salty replied that it was a confidential matter. "Well go over there and TELL the bastard then", she said

and Salty walked over to the river bank where her husband, the Mayor was having his morning coffee, coughing and spluttering. Knowing that Skye would find out what he said 30 seconds after he left he tried to impress on the Mayor his distress at the unauthorised sign. If he'd done this in his old City of Greater Dandenong, there would have been a meeting which decided to adopt a policy from the Councillor down to every officer and all the ratepayers to teach themselves greater diversity, a "Friends Festival" respect for the traditional owners of the land past and present (but not the present developers who weren't paying enough Rates) a sticker campaign "Respect Salty" and a biography on the Council website showing that Salty was 9 lbs when he was born, a leader in his school classes (unspecified actions), and a model citizen who should be looked up to and obeyed, with another sticker announcing a new penalty of $6723.00 for putting up an unauthorised sign in the municipality.

Instead of doing something inclusing like that Mayor Wayne just sat back and laughed, so Salty just lashed out nd kicked him backwards into the river. This caused ..............

45 minutes ago, RFguy said:

and yep, a small addition of fresh fuel brightens the stale cocktail up. I dont know what the exact numbers are, people say 25% but I've never seen anything quantitive.

I get an instant start with a couple of litres fresh 98 in the tank even up to 3/4 full with a fuel injected engine. 

Just now, RFguy said:

A petrochemical mate told me to use 95 instead of 98 if it might sit around, because the 98 had more aromatics to evaporate off and turn back into junk.

 

I'd partially agree to that depending on the word junk. If junk means an inert liquid, usesless to fire up an engine, but otherwise the petrol we've always known and loved, it's not going to cause any mechanical problems (as in blockages), and can be catalysed and used (in a car, tractor or stationary engine).

If junk means it accumulates a jelly in the bottom of the tank, I'd be more wary, but I've been using 98 for about tenyears now in cars, tractors, chainsaws, stationary engines, rotary hoes, trimmers, and the pattern is a nuisance but not a disaster (i.e. either tip the fuel out and put new fuel in or catalyse the fuel and the engine starts)

Where you have to be wary with 95 is to read the small print because some are tipping in ethanol for cost purposes and that jellies and blocks air galleries. In some carbies you can wash and blow it out, but in others where the Manufacturer has drilled a gallery and plugged it each end, to result is not so happy. I boiled a carb on the stove for a couple of hours once, but had to throw away the engine when I couldn't buy or fit another carb.

4 hours ago, planesmaker said:

How old is the fuel? Perhaps try fresh fuel anyway I would not rule out fuel quality as the problem. 

Good point; if fuel containing ethanol (check brand but now most brands are blending below 95/98 Premium) has been used, it jellies up and clogs galleries, sometimes setting solid.

If Premium 95/98 is used, it's self cleaning, but the aromatics evaporate very fast; at times two weeks is all you get; I have the problem ith farm engines right up to the fuel injected Chev 250, however the symptom with Premium 95/98 no aromatics is the engine just will not start. Even a tiny amout of fresh fuel added seems to catalyse the mix for an instant start.

7 minutes ago, F10 said:

So what makes a Thruster “difficult”? Is because if the engine stops, you lose all the speed “instantly”? Or it is so light. You need 30 deg nose down to keep the speed? Is it because in a wind, the control authority is so bad, you can’t control it properly? Is it because it has such a bad power to weight ratio, that its performance is marginal? Is it because the controls are so sensitive, you can easily over control or get into PIO? Is it because it’s tail volume (tail surface area X tail moment arm) is so poor, so it is very unstable longitudinally and directionally?  If so, then what that means me, is it shouldn’t have been certified and it shows what a good design the Gazelle is and as other members have said, how nice to fly. Like I said, I think I have enough experience to totally disagree about the Gazelle being “so easy, you struggle to fly anything else”. I think that is rediculous. Challenge me more? As I’ve said, been there got the T shirt. At my age, I don’t need to fly something that will try to kill me.

If you go through the RA crashes that attracted ATSB investigation, you'll find some very high hours pilots have met their maker on low-inetia aircraft despite knowing it all, which is probably why the 5 hours is there.