onetrack

It can be found on the FAA Advisory Circular 20-97B, below - see pages 6 and 7. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_20-97B_CHG_1.pdf As a general guide for all tyres, if sidewall cracking, or tread cuts, enable the tyre carcass cords to become visible, the tyre should be replaced.

Nev, perhaps "Laurent-LV" just happens to be one of the many unfortunate owners who trusted their Rotec radial, and which engine let them down in a big way, perhaps even caused them to crash, and which engine cost them heaps and heaps of money and angst. The bloke who built the Sopwith Camel seems to dread starting it and running it - and even worse, flying behind it.

Below is an extract from Laurent-LV's video comment, he obviously has good engineering skills and has done his research and examination of the Rotec design. QUOTE: " The development of the ROTEC engines initially relied on the plans of a model engine, plans that were available for purchase at the time for hobbyists. The two ROTEC enthusiasts thought they could turn it into a business by making engines in sizes compatible with amateur-built aircraft. The issues begin at this stage because neither of the two brothers had any knowledge of mechanical engineering, let alone precision engineering. The technical solutions chosen for these engines are pure heresy, both in terms of engine architecture, materials used, and the complete absence of tolerance chains, etc. The problems with these engines are as follows: - Selection of materials for the various components - Lack of tolerance chains for assemblies - Absurd technical options regarding the reduction unit - Huge risks of breakage in the reduction unit - Cylinder-head connections not properly managed by the manufacturer, leading to leaks after a few hours - Incorrect materials and sizing of cylinders, resulting in deformations and corrosion attacks both externally and internally - Cylinder mounting on the engine block done through studs and nuts of incompatible quality, allowing the cylinders to potentially separate from the engine block - Apocalyptic combustion cycles, leading to rapid valve fouling, overheating, and seizing - The piston pivot point is incompatible with the crankshaft amplitude, causing piston skirts to rub against cylinder walls - Due to the lack of tolerancing, piston mounting on their bushings can sometimes feel stiff (seized) or loose, leading to rapid wear and the development of hot spots - Longitudinal guidance of the crankshaft within the engine case and the connection of the connecting rods to the master rod is completely uncontrolled. This results in uncontrollable friction depending on engine speed and load, causing overheating and premature wear of certain parts. - The angle formed by the rocker arm push rods and the rocker receptacle is too wide, allowing the push rods to disengage, thus rendering the valve operation ineffective - The connection of the valve covers to the cylinder heads is done using two screws located at the center of the covers. Tightening the screws causes deformation of the covers, creating a "banana" shape that allows leaks to appear around the engine - Overall lubrication system and circuit are catastrophic - Ignition management relies on technical solutions unworthy even for a lawnmower - The alternator drive system is a makeshift bush repair installation There are dozens of critical issues with these engines, concerning both the 7- and 9-cylinder models. As they are, these engines should NOT under ANY CIRCUMSTANCES be used in manned flying vehicles. Even on the ground, they present significant dangers to people staying in the vicinity. As for the manufacturer's arrogance, their audacity in selling engines assembled from worn-out parts, even those from engines that have crashed, should be enough to deter anyone who takes the time to inquire before purchasing these decorative objects that should remain static." That's got to be a large enough analysis, and seemingly professional opinion, to make anyone understand, that the Rotec engine falls far short of what is required for a reliable aircraft engine.

I seem to recall Australia and Malaysia spent around $200M on the initial search, with the Australian contribution around $70M, and the Malaysian Govt covering the remainder. The additional searches initiated by the Malaysian Govt are on a no-find-no-fee basis - but if the Ocean Infinity finds the wreckage, they get $70M. At this point, Ocean Infinity must have outlaid a lot of search expenditure for zero return, and it appears their search result confidence was misplaced. I sometimes wonder if the aircraft has sunk into deep mud on the ocean floor, or is in a deep trench. The sea floor in that remote part of the Indian Ocean is almost unknown, and largely unmapped. The recent MH370 searches been carried out in the Southern section of the Wharton Basin - but that area, and further S towards Broken Ridge, comprise numbers of sea mounts (underwater mountains), near vertical cliff faces of enormous height (depth), deep trenches, and deep sediments in places. The water depths of this region can reach staggering levels - around 5000 to 7000 metres. Recent deep-water exploration in the region has even uncovered unknown fish species, such are the mysteries of its little-known depths. Expedition - Abyssal and Hadal Indian Ocean WWW.UWA.EDU.AU

In the latest round of information gradually seeping out about the MH370 search, it has been revealed that the Ocean Infinity, carying out further searching under its latest contract with the Malaysian Govt, has carried out two more searches, over 28 days, ending Jan 23, 2026 - and has still found nothing. Ocean Infinity's latest search contract started in March 2025 and ends in June 2026. It seems unlikely that Ocean Infinity will carry out further searches in the chosen area, before its contract ends. The families of the lost pax have joined up in a group called Voice370 and are pleading with the Malaysian Govt to extend the search limit time - and to extend the search contract to other interested parties. It's currently unknown as to whether the Malaysian Govt will agree to this. There must be a limit on the amount of money and effort expended in this constantly fruitless search. Families of flight MH370 victims push for wider search WWW.PERTHNOW.COM.AU Malaysia is being urged to extend the search for a flight carrying 227 passengers that disappeared en route from ‌Kuala Lumpur to Beijing 12 years ago.

Well, the question was put - would you buy an aircraft built by school students? That falls into the category of aircraft being built by people with minimal skills, which has happened many times before in Australia.

The comments from Laurent-LV - who is obviously an engineer - under that video, leaves one gobsmacked that these Rotec blokes are still in business! It's amazing that someone hasn't sued them into bankruptcy.

He's displaying extreme concern, and a major lack of confidence in the aircraft, and especially the Rotec engine. That's not good, and it obviously needs a fearless and confident test pilot to run it for a few hours, to boost the builders confidence. Unfortunately, the history of the reliability of Rotec engines is a bit patchy, and personally, I wouldn't have chosen that make to use as a power plant. I realise his choices were limited, to enable an authentic look. But a Verner may have been a better choice - provided you avoid running the Verner on AVGAS. Numerous unhappy Rotec users have replaced their engines with something more reliable - such as Verner. The Rotec has a reputation for bad oil leaks and major internal component failures. Not something you can put up with, when you go flying.

The build quality is all down to the quality and level of supervision. A lot of factory aircraft come with build errors. In WW2, the Australian-built Beauforts and Beaufighters were notorious for major construction faults, with things like hammers being left inside wing structures. I guess that's what you get, when speed of build is pursued over QC checks, when railway workers are utilised to build aircraft, and when you have a workforce with minimal previous aircraft construction experience.

The 1950 crash of the DC-4 Amana, just outside York in W.A. was Australia's worst air disaster up to that time. All 29 on board were killed when the Amana lost power to possibly more than one engine, and crashed into heavily timbered country populated with large whitegum trees. The cause of the crash was investigated and examined in great detail, and many tests were carried out. No cause could be firmly ascertained for the crash, but water and corrosion by-products entering the engines carburettors were high on the list of causes. Months after the official investigation ended, stories began to circulate about the one gallon container used to check for water in the aircrafts fuel filters, that was found empty and blown over on the runway. The container was found during the investigation, and airline and airport staff were questioned over it, but the questioning was short, and the line of investigation was rapidly terminated. But the rumours were that the LAME who was using the container to check for water, opened a drain cock in the cross-feed line between tanks - and was then called away to a phone call from his wife. The rumour mill ran that the drain cock was left open by the LAME, and upon the crew selecting different tanks in flight, the open drain cock allowed air to enter the engines fuel system, and the engines started starving of fuel. The supposition was dismissed as highly unlikely, because it was presumed the crew would never change the fuel selection valve so early in the flight. In the final washup, no major definitive reason was ever decided on, as to the cause of the crash - but the corrosion by-products found in the fuel lines and carburettors, were almost certainly one of the causes of the crash. Contributing causes would have been initial power loss, as at least one of the engines initially faltered, low altitude soon after leaving Perth, associated with a full load of passengers and freight and engine power loss, and high altitude country of the Darling Scarp, that aircraft must climb over, to head East from Perth. https://en.wikipedia.org/wiki/1950_Australian_National_Airways_Douglas_DC-4_crash

I knew people who were missionaries in PNG. Their whole family took a flight on a twin piston aircraft to travel to an outlying mission from Port Moresby. On the way, one engine caught fire in a big way, and the aircraft crashed, with the loss of all on board. The crash investigators found the cause was a fuel line to one of the engines that wasn't properly tightened. The LAME in Port Moresby had connected the line finger tight, then got called away from the job, with an important phone call. When he returned to the job, he thought he'd fully tightened the fuel line, and cleared the the aircraft for flight, and sent it on its way - and sent all the people in it, to their deaths.

Skippy, the practical basis I'm basing my opinion on, is that you have an airbox that doesn't have a satisfactory connection arrangement to the carburettors. Extending the airbox past the carburettors at a very close clearance dimension, has resulted in an inadequate amount of room to install a length of pipe that would allow the insertion of a longer piece of silicone hump hose, that would accommodate movement, far better than the arrangement you currently have. Don't take my opinion as negative putdown, I'm trying to supply constructive criticism.

Agree. I'd start by redesigning that mongrel-looking airbox.

Chisels. Nobody mentioned a chisel. Chisels and sump plugs go together like apple pie and cream. I'd like a dollar for every sump plug I've come across that sported a heap of chisel gouges - and rounded corners.

The Cricut decal cutting idea is sound, but the major thing required with decals and signage is good adhesive. A lot of adhesive-backed vinyl has poor performance over a lengthy period and in the hot sun. The last thing you want is decals and signage peeling off. So, make the adhesive quality a primary factor in your choices, as well as the quality of the material you're using. That's why the two-colour plastic engraved signage is used in important areas such as switchboards and control panels, it is simply durable.

Skippy - What level of "heat resistance" are you actually seeking? (precise temperature range). I fail to understand how you think you can acquire "thin, flexible, heat-resistant" ducting, without it having some kind of internal support. You either have thin ducting supported internally by wire or PVC ribbing, or you have thicker wall, unsupported ducting. A thin wall is not going to support itself, that's why layflat hose lays flat.

True - but there's no indication that the flying club is supplying a mobile fuel service, they may just advise you the best place to acquire fuel in town. Or they just may have a couple of drums for their own use, and agree to sell you some fuel from those drums. I couldn't imagine that a flying club would invest in a mobile fuel service, with all its attendant up-front and running costs, and fuel security problems.

Corowa Recreational Flying Club has a little more information. Note that avgas is not available due to the fuel supplier withdrawing their facilities there, due to low patronage - and premium unleaded is only available by arrangement with the aforementioned club. https://corowaflying.com.au/index.php?option=com_content&view=article&id=1&Itemid=124 Amongst the Google reviews, Dexter Burkill has commented that there is a "clean and tidy rest room" at the airstrip. https://www.google.com/search?sca_esv=b99d1670b8afc25c&sxsrf=ANbL-n6isw2tiuoBJZIfg2JLDwVgRrl2Ng:1772602559542&si=AL3DRZE_knuXeC4sHDJrxarbJ1rx1xA6ly968fNjBt94--Uxe3iKJ2UI7DDvmKUldcOxrFp0ih_zJ5WgdTCSUxgkig-FghqdoDtLkVL7kxCXd9hbfTtE1x3say9_8-pmS9Ig5R2LG8PN&q=Corowa+Airport+Reviews&sa=X&ved=2ahUKEwjTu46Pw4WTAxUKXGwGHWXIGWEQ0bkNegQIOBAH&biw=1920&bih=911&dpr=1

Any signwriting or graphics crowd with the right computerised equipment and materials should be able to offer you a range of etched or engraved instrumentation signage at modest cost. Laser engraving done on two-colour plastic is probably quite adequate, but you need to ensure the materials are UV-proof and durable. https://www.qlddecal.com/engraving-and-etching/ You can buy basic aircraft instrumentation labelling kits made from vinyl, I have no idea how durable they are, but they're much cheaper than getting some made by a graphics or signwriting crowd. https://www.aircraftspruce.com.au/catalog/cspages/09-35000.php Anything made from 3M or Arlon materials, I have found to be quite durable. https://www.mach5.com.au/products/aircraft-checklist-labels-decals?srsltid=AfmBOoo6YLcAZ7EwkguuUbYDV6lNlgz_u7PtjNqbEMNSFLZo1uXrsCuP The last option is acquiring an electronic labeller such as Dymo or Brother brands, and making your own desired wordings for the signage. But I've found the materials used in these labellers are generally not durable for the long term, or in strong sunlight.

Skippy, the company in the link below has a very wide range of ducting for a substantial range of purposes. Scroll down the page, and you'll find all the available products, and their specifications and intended uses. Flexible Ducting Australia | Industrial Ducting Hose Suppliers WWW.PLASCORP.COM.AU As the go-to suppliers of industrial ducting in Australia, Plascorp produces flexible duct hosing made from quality materials & provides the best results.

Skippy, the only modest amount of information I can find about Corowa Airport, is in an archival webpage snapshot from the Wayback Machine, from 2022-2024. It seems to be a reasonable size sealed airstrip, a former military airstrip, and it is used by several groups. However, it also appears that the Amber Aviation Academy was preparing to take up a lease from Federation Council over the airstrip a few years ago - with the aim of running a training facility there - but all that planning appears to have, "bitten the dust". It looks to me like Amber Aviation Academy started out with ambitious plans at the start of the pandemic, but the pandemic destroyed all those plans, and the airport is still under Federation Council control, and there is only a small amount of aviation activity there. https://web.archive.org/web/20240324194954/https://countryairstrips.com.au/listing/corowa-airport-nsw/ https://www.federationcouncil.nsw.gov.au/News-Media/Council-and-Amber-Aviation-close-to-finalising-Corowa-Aerodrome-lease-negotiations It seems that the webpage below, is the only online information that you'll find, about Corowa Airport and its facilities. There is a contact number there for the council employee managing the facility. https://airports.asn.au/airport_members/federation-council/

.....it's like, being a screwed mandrel". At that, the girl from the National Bank ran away, screaming, "He's off his mandrel!! He's out of control! Call the Police! Call the Police!" Cappy was quite nonplussed at her reaction, as he really thought he was easing himself smoothly into her...........

It's a sad state of affairs today where good machine operators - and even operators of almost any kind - are impossible to find. When the brother and I were earthmoving contractors, we trained up a lot of operators at our own cost to try and alleviate the lack of operators. But few other contractors did, and the pool of trained operators continued to get smaller and smaller. The Shire of Mundaring has a brand new motor grader sitting on its bum, not being used. The reason? No matter how much they advertise, they can't get a suitably-qualified operator for it. Of course, they're not offering top dollar, and they have to compete with mining companies offering $150K to $200K a year for operators - so everyone knows where all the operators are, but no-one seems to be putting much effort into training up a supply of new operators.

Moneybox, your airstrip cross-slope is all wrong. It should be high in the middle, and low at the edges, not the other way around.

This is sad news for the warbirds fans, but it appears Warbirds Downunder has gone the same way as many other "vintage" displays - a major shortfall of volunteers, ever-increasing event and insurance costs, and possibly an inadequate number of attendees to meet the costs of putting on the display. Warbirds Downunder 2026 cancelled as Temora Aviation Museum shifts to showcase days | Region Canberra REGION.COM.AU After more than two decades as a biennial highlight of the Australian aviation calendar, Warbirds Downunder will not return in…