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facthunter

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Everything posted by facthunter

  1. facthunter
    They use fire Pots in Alaska. Some larger engines used Oil diluters. Inject AVGAS into the Oil at shutdown to keep it flowable at start. Sleeve Valve engines are Particularly an issue at very cold temps .The articulating rods break . Nev
  2. facthunter
    Not if it's the one you use to start in the Morning.. Nev
  3. facthunter
    Use them for keeping warm in a caravan. At a powered site. Nev
  4. facthunter
    You'd want to be on your Toes flying that with the Mainwheels so far forward. There used to be plenty of Parts available for the Wasp R-985 but not so much now.. Expensive toy but does carry a bit. Nev
  5. facthunter
    Hard to work out which REALLY do the Best job in the safety arena. It starts OFF by saying STORY BY Esther..... Nev
  6. facthunter
    Isn't it pulling to one side if one brake is getting hot? How HOT is Hot? If you push the plane backwards does that help? Maybe something is skewing? Cracking the bleed only confirms it's hydraulic pressure that's causing it. Most likely associated with the parking function. Nev
  7. facthunter
    Most are now saying wait for the Black box results. Nev
  8. facthunter
    Never heard of that happening. There's a lot of experience with these recorders and they only get better. Nev
  9. facthunter
    As I recall The Skyfox predated the Gazelle, but is very similar. They were VH registerable HERE in some versions, so a good record should be able to be obtained somewhere. The CASA must have something. They are much more challenging to land than a Gazelle. Nev
  10. facthunter
    It does look as if it has the belt driven alternator of the Lycoming. Hard to baffle to get the cooling right. Nev
  11. facthunter
    There's no spring pushing a pad Off a disc. Some drag is always there as any clearance will make the Pedal go further down. Loose or failed wheel bearing will cause this, too. I don't like Hydraulic PARK brakes. They can't be relied on. (To free up OR hold on.). Nev
  12. facthunter
    Nor does the "G" forces (in a spin) except during the recovery from the dive during the exit. Exceeding structural load limits and excess velocity and high ROD is likely in a spiral IF it's allowed to continue. In the early days of Aviation it was known as "the Graveyard SPIRAL" and caused many deaths. Nev
  13. facthunter
    First thing to do Identify, SPIN or SPIRAL. The recovery is completely different. The speed does NOT build up in a spin.. Nev
  14. facthunter
    Air in a system gives a soft pedal.. Taxying in a crosswind will make one side do all the work Nev
  15. facthunter
    Simple is safer. Nev
  16. facthunter
    I'm with Thruster. Check residual pressure in the specific brake line. Crack the Bleed. That master cyl may not be porting. Check there's some free play before the Piston moves. Your pads may be too thick also. Nev
  17. facthunter
    In you are having difficulty starting make sure you don't exceed the time you are cranking the engine or you'll wreck the starter and also have a very low battery when you commence the flight. Having the throttle fully closed makes the engine easier to turn also as the cylinders don't fill as much. it's an old trick for smoother starts. Make sure the battery is fully charged. After a frosty night it will have discharged a bit.. Cold causes it. Nev
  18. facthunter
    They are designed to take a lot of punishment. The noises recorded by the CVR often provide the Most accurate information of precise timing of engine power changes and things like the RAT operating. Nev
  19. facthunter
    On a float equipped Carburettor I can't see why extra fuel pressure would change anything, unless the flow is below what is should be without the Tank Pump. As a rule I don't lean below about 5000 ft where you're then only getting about 75% with WOT. When a light plane goes into service you should check and get a Fuel flow of about 150% of the Maximum it will ever need on take off. Maybe you have some impediment to flow? Without a fuel flow indication to lean I just lean till it starts to lose Power then push in till it runs smooth and then a "wee" bit more. to be sure it's not lean. That has always come out to what the Book figures would give you. With Bigger stuff you go by the Book. Manifold Pressure RPM and fuel flow for the HP you aimed for dependant on the weight. Nev
  20. facthunter
    What engine and carburettor do you have and do you normally lean on fuel flow or WHAT? Nev
  21. facthunter

    Fiat CR.42 Falco

    facthunter commented on red750's aircraft in Warbirds

    Very Nice. Nev
  22. facthunter
    The drifter construction is far More complex than A Thruster. Nev
  23. facthunter
    Any flight test you do could come under this but the way it's done in RAAus you don't fail but do it again after some Instruction etc. Nev
  24. facthunter
    Everyone's entitled to Skippy's Opinion, over and over. A Pilot's log Book has to be a TRUE and accurate record of the Pilot's Aeronautical experience . Mine are the DCA/ CASA ones and solo is not mentioned on the top headings. Only in Command except by the Instructors annotation . and another column ICUS and Co pilot Day/ Night and Multiple engines Instrument etc.That is the accepted way to record your flying . Endless debate of the significance intended to"In command". It's a waste of time. Instructors understand what it means. Casa knows what it means and most pilots realise that when there's no instructor with you The Buck stops with you You are it.. That doesn't mean you are all by Yourself. You can seek assistance from the ground Like any pilot would, IF it would help. People can tell you how to hook up the autopilot so you don't get fatigued and lose control/ get disorientated. Nev
  25. facthunter
    IF we start doing that we might have a lot of locked threads. Nev
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