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facthunter

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  1. facthunter
    I reckon it's in the too Hard Basket. Nev
  2. facthunter
    With Less accuracy, generally. Nev
  3. facthunter
    Wasn't it CASTROL ? John Laws "pushed "Valvoline., Nev
  4. facthunter
    I got a security Warning on that Link. Nev
  5. facthunter
    Wikipedia has warnings about the accuracy of some of the Postings on their site. Your statement Had" TAKE OFF with only 2 engines on One side operating". Once Vmc (a) for 2 engines on one side out is reached and only then is the Aircraft controllable and then you have to have successfully Feathered the two affected Motors, got the gear and flaps retracted Plane trimmed up Fuel balance addressed. These Planes even on all engines need the earths curvature to climb when at AUW. I trained with a Complete Idiot wo INSISTED on Failing the two engines on one RH side just at the Minimum Vmc for that engine and Today It would NEVER be allowed at such a low Height. I complained at the time and was told I would be sacked IF I didn't do it.. I have about 1900 Hours on a DC4 -C54. The Controls are NOT Hydraulic Powered either, and are EXTREMELY heavy. Hydraulics power Landing gear ext and retract, Nosewheel steering Brakes Cowl gills and autopilot servos. Longest trip without Landing, Lae to Essendon . 12 hours flight time. Nev
  6. facthunter
    I think you are oblivious to the Point that Turbs as Making about the situation where Oils are made for different conditions and when those conditions vary a lot, it's difficult to get ONE formulation to cover all Purposes. A Limslip Differential is a case in Point where a Hypoid drive requires a GL5 spec oil and Most Limslips require a GL4. Combined Engine Gearbox and clutch requires a Compromise oil. where if the Parts were Separated as to the OIL used, they could be better lubed with a more specific oil., Most Cars have separated Engine, Trans and differential oil types,. In the Mid 70s engine oils had to be able to cope with Cat. Converters and had to have some friction Modifiers removed. They THEN became unsuitable for gear boxes. Not everyone Knows this and still follows the original Makers recommendations in cars Motorbikes & tractors etc and thereby risks severe damage to gearboxes. and diffs. Nev
  7. facthunter
    Such a Plane would never be able to take off with Just two engines operating on one side. . Stall would be about 78 Knots and VMC(a) with two out about 103 kts. You'd need to rely on the steering to get to that speed to have directional control even while still on the ground. Also only the inner engines have Hydraulic Pumps. I think it's HYPE. Nev
  8. facthunter
    Aren't we having an exercise in the Pedantic? What's the Point? Nev
  9. facthunter
    Could it be much more Vague? Nev
  10. facthunter
    Some Lawnmower and Vee Industrial Motors come close to being suitable but from the "gound Up" using some available Parts is a good solution.. BTW, Blackburn also Made Motorcycle engine's and the 150 HP Cirrus Motor for the 4 seat Auster Autocar. Nev
  11. facthunter
    Why is either? Please Explain? Nev
  12. facthunter

    Ch601 hds flaps

    facthunter replied to a topic in Zenith

    A steep approach needs DRAG. Cessna's Fowler flaps are the Best in the game for Light aircraft for lift and lower stall speed, IMHO. The last stages give a lot of drag and a better view ahead. (Nose is lower).Those flaps even increase the wing area. As stated, most flaps don't lower the stall speed that Much. With Flaps, there's always the Possibility of an asymmetric extension. and it's all extra weight, complexity and cost. Nev
  13. facthunter
    Blackburn "Tomtit" with 26 Hp (when new). . Nev
  14. facthunter
    He handled the Plane pretty well in the circumstances. I don't recognise the engine. I think it's a sidevalve which wouldn't have a lot of Power. Nev
  15. facthunter
    You spend a lot of time with NO airstrip access possible and you don't accurately know your height above the terrain, on a cross country.. The most likely time to lose Power is on take-off. On approach you don't usually require high Power so engine failure is much less likely unless you mishandle fuel. Check reliable idle as part of the taxi take-off process. IF the Motor stops on approach, you most likely won't have enough time to restart it with any assurance
  16. facthunter
    A trifle underpowered. Nev
  17. facthunter
    Flaperons Have their Own control aspects/problems. You need more drag to come in steeper. Flaps of the Lifting kind will give you a Lower nose attitude on approach AND Lower the stall speed. What do you consider a SAFE approach speed in normal conditions? Is your engine's idle speed a bit high? Get it too slow, and you introduce another Problem. Does it drop a wing when stalling? Nev
  18. facthunter
    Don't fly outside the allowable C of G, I found with the 230 you run out of trim at both ends of the speed envelope. Keep the weight off the Nosewheel at all times. A nose heavy Plane at any specific landing weight will have a Higher stall speed and tend to run out of elevator authority as you get slower and have only idle power on. Nev
  19. facthunter
    You never give up, do you Skip.? The big problem with 100LL was that the Valve seats built up a deposit as the valve seats didn't get Hot enough to make the tetra-ethyl lead Melt and work as a flux/lubricant and it showed up AS poor compression readings. The Bromide was an additive to the fuel to clear out the Lead deposits and produced the telltale white exhaust pipes of the time. Bronze heads couldn't accept lead as the seats in the Head deteriorated due to the Metal picking up on the valve itself. Its only later when Nickel iron seats were able to be inserted in the Bronze heads, and reliably remain there that 100LL could be used on those motors. 100LL is Low Lead compared to other Leaded fuels of the 60'swhich were a lot higher octane. 130/145 was most used. 130 being the Octane of a lean mixture. The Octanes don't correlate with SAE ones which perform WORSE for the same number , If you are really into Oils research what Low Ash oils are for. All Aero oils are Low ash to stop Metallic (zinc and phosphorus) additives Accumulating in the combustion chambers and lube oil. These can also short out spark Plugs. Oils can contain up to 45% additives .Early aero oils specified Pennsylvanian crude as a requirement. It's recognised as the Best. Nev
  20. facthunter
    I can't imagine that would be a simple Mod. There are all sorts of structural implications. Are you doing powered approaches with accurate speed control? Do you regularly sideslip? Nev
  21. facthunter
    You can easily look this up. Ask Why do the Later Rotax9xx Motors Need fancy/special oil? Mostly things I have been saying, and very easy to understand.. What are you saying about dying.?? Surely ignoring a Rotax recommendation INCREASES that Possibility? If you want common engine failure Modes/ causes, I'm sure that is mentioned in Plenty of places also. The Aero orientated 9xx motors are a very small % of Rotax's total engine output.. Nev
  22. facthunter
    None of what you say is very scientific. Camshaft lobes are a critical Lube point and the Rotax doesn't have roller followers so would REQUIRE some anti-scuffing additives. Should , may and probably don't go far in court. OIL for Gears and a clutch at the same time is a compromise.ie Not optimum for either situation. .. Nev
  23. facthunter
    To stop catalytic converter deterioration a lot of oil formulations had to be changed and some friction Modifiers discontinued. It's one of the reasons roller camshaft followers became more common. Nev
  24. facthunter
    Another Important subject that is going nowhere. Here. Mostly just opinions. The 80 hp Rotax is nothing like as stressed as the later ones. It WAS about Rotax's oil recommendation and to suggest using their oil recommendation is not the safest is somewhat ridiculous. Oil makers often change their formulations and it even varies in different countries at times. You can easily get into "NO Man's Land" when you recommend alternatives today.
  25. facthunter
    Comparing spark Plug brand to a special oil has limited value. Almost no relevance at all. The problem with the oil is you are asking it to perform often Opposing things because of the way the engine is designed. The friction required in a clutch is inconsistent with reducing it elsewhere and Lubing hot gears. Any Power loss in a gear train results in Heat as does the (required) clutch friction. and there's long periods of no Let-up. 1 or 2 percent would be a two bar radiator output and that's way under what is Probably happening.. Nev
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