onetrack

The Jab is apparently virtually indestructible. According to the latest meedja article, it "fell from 2000M". What a dismal level of journalistic claptrap. But not to worry - the headlines read, "BLOOD, MESS!" 

https://www.dailytelegraph.com.au/news/1/?sourceCode=DTWEB_WRE170_a_GGL&dest

A suitable replacement solenoid for the ND 182800-1950 is the Quicksilver 8M0185622. This is a Mercury outboards solenoid, and it comes with a good marine reputation.

There's even a NOS one on eBay for US$29.95, but you'd have to ask the seller if he posts to Australia. Otherwise, it's on Amazon, new, for US$58.80 with free delivery, and that price equates to around AU$87.

....and got ready to do his garden hose act, which involved wrapping.........

At 120°C, oil is starting to lose its lubrication ability, and some of the additives are starting to break down. This affects cylinder lubrication first, and bearing surfaces second. High oil temperature cooks seals.

Extended periods of operating with an oil temperatures above 120°C creates a greater risk of piston grabbing and bearing seizure. I'd be looking hard at ways of getting that oil temperature back to around 100°C.

Lubricating oil starts to break down at 135°C, and bearing failure and piston seizure in the bore is very close at this temperature.

Thunderstorms have taken down much bigger aircraft than C210's as well. Ansett-ANA Flight 325 flew into an area between two thunderstorms just offshore from Sydney on the evening of Nov 30, 1961. 

The pilots lost control of the aircraft right after hitting severe turbulence, and it appears they exceeded VNE whilst trying to regain control, resulting in the outer section of the starboard wing being torn off - which led to further inflight breakup.

The aircraft hit the Pacific Ocean at a speed estimated between 300 and 400 kts. All 15 on board were killed, and this was one of Australia's worst RPT crashes for a long time (apart from the Fokker F-27 crash off Mackay, the year before).

This crash led to the mandatory fitment of weather radar to all large Australian commercial airliners by June 1st 1963. The crash also led to improved communications between the meteorological services and ATC.

This was Australia's 3rd worst commercial air disaster between the end of WW2, to that date. Nev probably remembers this crash well.

https://en.wikipedia.org/wiki/Ansett-ANA_Flight_325

......go for a swim in the pond. However, when they were told that the pigs had previously swum in it, a new swimming location was promptly sought. This led to the pigs finding out that the pilots had a swimming pool, which was also used by the air hostesses (sorry, stewardesses) - and they all knew that the girls were fun to swim with.

However, when the pigs rolled up to the pilots swimming pool, there was some consternation, as Security demanded that the pigs show their..............

Twice the level of potential problems, to my way of thinking.

Failure to wash off speed when the circumstances dictate it, is behind a vast number of crashes - be it in the air, or on the road. Drivers seem to fail to appreciate there's a throttle there, that needs to be pulled back sometimes.

OME, the "Lutana", which crashed into Square Top Peak, near Nundle NSW, on 2nd Sept 1948 with the loss of all on board (13 people), is believed to have been operated at times by Butler Air Transport - but it was being operated by ANA at the time of the crash.

https://en.wikipedia.org/wiki/1948_Australian_National_Airways_DC-3_crash

https://aussieairliners.org/dc-3/vh-ank2/vh-ank2.html

OME - But your document clearly states at the bottom, "Documents in this book for REFERENCE ONLY, not intended for design. Not guaranteed for accuracy". So there still could be errors in that chart.

The pilot only had his CPL for less than a year, and his total logbook time was under 400 hrs. Inexperience must have played a large part in this crash, plus the fact he was piloting a high-hour aircraft, well-known for losing a wing in adverse conditions.

Yes, that's good, useful AN3 bolt information. Perhaps the bushing has not been machined accurately, and is a few thou undersize. I'd be miking the bushing.

....check the engine mounts for stress fractures, as it wasn't unknown for the Cummins to tear itself from the airframe under injudicious use of WOT. However, the important thing that was left out of the POH was the specific location required for the positioning of the lucky rabbits feet (even though it's quite ironic, that a rabbit that's lost its feet, isn't very lucky at all - and rabbits that live in the DG region and within reach of CT's armaments, are even unluckier).

The lucky rabbits feet had to be oriented in the finest Feng Shui traditions, to assist with aircraft sales to Asian clients. This procedure involved facing the.......

FWIW - the shank diameter of bolts can vary by quite a few thou, as the manufacturing processes do not allow for very precise diameters.

There are dimension variation allowances for all bolts in the manufacturing processes, but I'm having trouble finding them, though.

He really wanted to live in a home made from an aeroplane? - but this was the most he could afford?

I would've thought that adding extra weight in the form of oxygen equipment to an ultralight (RA-Aus registered) aircraft - which is already seriously limited in its payload capacity - would have been something to avoid.

.....said Turbo as he addressed the assembled angry mob, who had heard that he was a Chinese spy. But Turbo's error was in thinking that the mob contained a large number of Chinese of recent immigrant status to Australia (to look after their major property investments), who all spoke fluent Mandarin. But the crowd wasn't largely Asian, it actually comprised a large number of...........

I think the lithium battery thermal runaway problem has been overdone. The only ones that have caused trouble are the cheap POS ones, as RFGuy says - and the largest percentage of those fires have been caused by overcharging, using the wrong charger - or some kind of penetrative damage to the battery, causing a major short circuit.

Phones being crushed in seat mechanisms is typical - you aren't allowed to move your seat to recover a lost phone on a commercial flight, in case you crush it.

I find it interesting that pilots are concerned about lithium batteries used for motive power, catching fire in electric aircraft - yet they'll take a mobile phone or tablet onboard, which is a consumer device that has been built with no consideration of any fire it could create on an aircraft.

....Sam, and can speak Mandarin better than Kevin Rudd. This led to some confusion amongst the Chinese, as they all thought the only Australian who understood and spoke Mandarin fluently, was Kevin Rudd.

But Kevin had already whispered into Xi Jinpings ear, that he'd ......

Use a bar of Stearene wax rubbed on your file or grinding disc, when filing or grinding aluminium, and you'll find you cut or grind faster with less effort, and the file or disc doesn't block up.

So ... I presume all of the above contributors, fearful of electric motive power, are never going to fly commercial, ever again?

Just look at all that wiring and electronic crap that those Boeings and Airbusses rely on, to stay airborne!  

I think the main thing we need to avoid, is the desire of manufacturers to impose excessive levels of electric and electronic components on our equipment.

There are many components that function quite admirably with mechanical or mechanical/electric operation. Adding in electronics where it's not really necessary, simply adds to potential problems.

I have no problem with the installation of properly engineered electric and electronic components, of durable construction, and with extensive thought having gone into whether they're an improvement over a basic mechanical function.

Quote

there are about 11000 members and 3000 aircraft

Of that 3000 aircraft, how many are actually flying regularly, and how many are dust-gathering hangar queens? The mustering/station industry must be the major component of RA-Aus.

This is the stuff you need to be wary of - a no-name brand, obviously Chinese, and dirt cheap at $3.90. The "ISO TS 16949" number on the filter is only a QC or QM standard - and it's now obsolete, having been replaced by IATF 16949.

While a "QC or QM Standard" number on a product looks good, all it means is a paper trail has been established through the manufacturing chain, and agreed written standards will be adhered to.

The paper trail is simply to assist in tracing where manufacturing problems have crept in, and to ensure customer complaints can be properly addressed. It's also interesting to note, that IATF 16949 only covers OEM products, not aftermarket products!

https://directautospares.com.au/f386.html

https://www.smithers.com/resources/2022/january/differences-between-iso-9001-and-iatf-16949#:~:text=ISO 9001 touches on nonconformity,proofing and warranty management systems.

Yep, I reckon a loss of thrust in one of them new-fangled electric aircraft, would soon lead to a loss of trust! 

One of the independent filter suppliers I use has an interesting "write-up" on filter quality, and whether you should use OEM filters, on their website. They reveal that only two manufacturers in the world make their own filters - Caterpillar, who are in a joint venture manufacturing arrangement with Donaldson - and Cummins, who manufacture the Fleetguard brand.

There are independent filter manufacturers who supply filters to many manufacturers - and filter "brands" buy their filters off multiple filter suppliers.

Sakura filters were originally made in Japan, then the Japanese moved into joint venture with the Indonesians, forming the ADR Group. ADR is a massive manufacturing conglomerate, making a huge range of automotive parts and components.

All the manufacturing technology is overseen by the Japanese, and a subsidiary of ADR called PT Selamat Sempurna Tbk., is the actual manufacturer of Sakura filters.

A big range of OEM's buy Sakura filters, rebranded with their name, and I wouldn't be in the least surprised to find Ryco filters are made by PT Selamat Sempurna Tbk.

https://filtersupplies.com.au/blog/sakura-filters-are-no-good-right/

Note that Ryco are cunningly avoiding stating that their filters are MADE in Australia. They carefully state, "All Ryco filters are engineered and tested at the Ryco headquarters in Melbourne, Australia". That's not "manufactured in Australia".

This simply means that Ryco engineers set the specifications they want in a filter (usually micron level of filtering), send them off to the filter manufacturer, and then do random testing to ensure that the filter quality is consistent from that supplier.