How to thread drift in 720 posts!!!
Join Date: Apr 2007
Location: australia
Posts: 1,044
Likes: 0
Received 0 Likes
on
0 Posts
You think hempty that's ok if you think that I don't really care. If you don't like what I wright don't read it. Buts that your opinion and you can have it. Don't see you putting up much but.
Cheers
Cheers
Join Date: Apr 2007
Location: australia
Posts: 1,044
Likes: 0
Received 0 Likes
on
0 Posts
Mmm no wonder your engines run to o/h if you let your engine run at 5/80 with an exhaust valve leak. Which btw is not permitted by casa lyc or tcm. Wtf are you saying. I can't believe you would do that.
Troll not me I really don't even know exactly what that means. And seaming we are both on opposite sides of the country. I relized today that he must have been at the shop that done it. I know the shop and the people that run it. Sorry. For that. Small industry here in aust.
Cheers
Troll not me I really don't even know exactly what that means. And seaming we are both on opposite sides of the country. I relized today that he must have been at the shop that done it. I know the shop and the people that run it. Sorry. For that. Small industry here in aust.
Cheers
Join Date: Oct 2002
Location: ɐıןɐɹʇsn∀
Posts: 1,994
Likes: 0
Received 0 Likes
on
0 Posts
You seem to profess to know more and have done more than Jabba and LeadSled and others, yet unlike those people who have proven histories in the industry, you just seem to be all gob. If you've been around for so long and have done so much in the industry, surely lots of people here must know you, no? Maybe they can shed some real evidence on what you've done in the industry, because your posts are making you look more and more like a wannabe 15 year old without any proof mate. Credibility zero.
Join Date: Apr 2007
Location: australia
Posts: 1,044
Likes: 0
Received 0 Likes
on
0 Posts
Maybe people here no me. I no a couple of people on here that no me. Since this post has been going I have had 3 jobs offers. Not saying what I said here has but I'm known. Why cause I do good work. What so I'm not allowed to have a different view on what's being said. Instead of being a complete sheep and following. Like I said I was ask to coment so I have. What I said is what I see.
Cheers
Cheers
Join Date: Jan 2008
Location: lancs.UK
Age: 77
Posts: 1,191
Likes: 0
Received 0 Likes
on
0 Posts
Sleeve valve was commonly known in the Automotive-world , as "the Silent Knight" as the Patentee was Knight.
Among others, engines thus equipped, were used by Daimler, which were used for many years as the Royal car of choice. When Georgie -boy (edit: it was edward!) abdicasted and was exiled to France,with Wallis Simson, he took with him, one of the Royal Daimlers.
Rolls Royce have only been in that role, since the present Queen was crowned.
LOP operation , insight for beginners.
If your fuel-air mixture is too weak, it will not burn at all.
If it is too Rich, it will also not burn.
Engines that are equipped with manual mixture-controls, usually have them designed to operate over the rich-weak combustion range, additionally, they can continue weakening to the point of shutting off fuel flow completely......not many engines are operated at a significantly higher pressure than sea-level
Aero-engines spend most of their operating -cycle at altitude, this gives a lower air-density .
A cylinder-full of air at altitude, will have less oxygen in it than the same cylinder filled at ground level...(the air is packed in tighter, lower down! )
If you adjust for a good mixture on the ground, it will become richer as you ascend into thinner air.
Any surplus fuel, unburned in the cylinder, is wasted power. A rich exhaut is unused power.
A rich, combustible mixture can "explode" when ignited the ratio of air to fuel , where this happens, is readily established and well documented
Fortunately, for the person without a test-rig, laboratory or specialised monitoring facilities, there is a very useful side-effect of mixture-optimisation.
TEMPERATURE!
By monitoring cylinder-head temperature, it is possible to establish the optimum mix for cool running whilst getting the most energy-use out of the fuel.
It is not an ideal system, as it relies on the engine-operator having a true understanding of the combustion process and being able to monitor and control it accordingly.
A properly set-up electronic control -system can do this much better than a human. it's more accurate, faster and doesn't get distracted. unfortunately, when it goes T/U it's usually a total "nervous breakdown" We can compensate by having multiple redundancy. These things have to be certified, which takes time and a lot of cash from the manufacturer.
Pilots and engineers come ready-certified. With a short familiarisation-course, they're deemed fully-capable of managing a new (different) variation of engine.
Some pilots have a good mechanical understanding and awareness, they learn how to set the correct fuel-flow and manage their engine properly....the reward is mechanical reliability, reduced maintenance-costs and dramatically reduced fuel-bills.
Fuel is the cheapest thing in an aeroplane?- Really?
Think again...In an "average " SEP "spamcan," around half a litre is consumed per MINUTE.... save a teaspoonful per half-litre burned, multiply by the engine's service life.....still small-change?
Uk petrol pumps are calibrated according to strict legal standards. the dispense is allowed to be something like 0.5% under, or 1% over "strike"
In practical terms, a gallon can be a teaspoonful short, or two teaspoonsfull over and still be legal measure.
The major fuel companies employ pump-engineers solely to "tweak" the calibration down as close to the limit as they can!
For a teaspoonful?...yes! but any major will only operate a site that turns over ONE MILLION GALLONS PER YEAR....so how much is a million teaspoonsful?
Learning the hows and whyfors of running LOP, is a no-brainer for anyone who spends a fair time flying. The half-hour a week person is likely to have a higher maintenance bill than fuel-bill.
Someone flying every day, will have a cleaner, more reliable, longer-lasting engine.
Most Engineers are mechanics...they know how to put machinery back together properly, most know how to diagnose faults.
very few are able to actually operate the machine under real-service conditions. especially since the demise of the Flight Engineer!....but, was he a good spanner-man as well?
bit longwinded, but hopefully food for thought!
Among others, engines thus equipped, were used by Daimler, which were used for many years as the Royal car of choice. When Georgie -boy (edit: it was edward!) abdicasted and was exiled to France,with Wallis Simson, he took with him, one of the Royal Daimlers.
Rolls Royce have only been in that role, since the present Queen was crowned.
LOP operation , insight for beginners.
If your fuel-air mixture is too weak, it will not burn at all.
If it is too Rich, it will also not burn.
Engines that are equipped with manual mixture-controls, usually have them designed to operate over the rich-weak combustion range, additionally, they can continue weakening to the point of shutting off fuel flow completely......not many engines are operated at a significantly higher pressure than sea-level
Aero-engines spend most of their operating -cycle at altitude, this gives a lower air-density .
A cylinder-full of air at altitude, will have less oxygen in it than the same cylinder filled at ground level...(the air is packed in tighter, lower down! )
If you adjust for a good mixture on the ground, it will become richer as you ascend into thinner air.
Any surplus fuel, unburned in the cylinder, is wasted power. A rich exhaut is unused power.
A rich, combustible mixture can "explode" when ignited the ratio of air to fuel , where this happens, is readily established and well documented
Fortunately, for the person without a test-rig, laboratory or specialised monitoring facilities, there is a very useful side-effect of mixture-optimisation.
TEMPERATURE!
By monitoring cylinder-head temperature, it is possible to establish the optimum mix for cool running whilst getting the most energy-use out of the fuel.
It is not an ideal system, as it relies on the engine-operator having a true understanding of the combustion process and being able to monitor and control it accordingly.
A properly set-up electronic control -system can do this much better than a human. it's more accurate, faster and doesn't get distracted. unfortunately, when it goes T/U it's usually a total "nervous breakdown" We can compensate by having multiple redundancy. These things have to be certified, which takes time and a lot of cash from the manufacturer.
Pilots and engineers come ready-certified. With a short familiarisation-course, they're deemed fully-capable of managing a new (different) variation of engine.
Some pilots have a good mechanical understanding and awareness, they learn how to set the correct fuel-flow and manage their engine properly....the reward is mechanical reliability, reduced maintenance-costs and dramatically reduced fuel-bills.
Fuel is the cheapest thing in an aeroplane?- Really?
Think again...In an "average " SEP "spamcan," around half a litre is consumed per MINUTE.... save a teaspoonful per half-litre burned, multiply by the engine's service life.....still small-change?
Uk petrol pumps are calibrated according to strict legal standards. the dispense is allowed to be something like 0.5% under, or 1% over "strike"
In practical terms, a gallon can be a teaspoonful short, or two teaspoonsfull over and still be legal measure.
The major fuel companies employ pump-engineers solely to "tweak" the calibration down as close to the limit as they can!
For a teaspoonful?...yes! but any major will only operate a site that turns over ONE MILLION GALLONS PER YEAR....so how much is a million teaspoonsful?
Learning the hows and whyfors of running LOP, is a no-brainer for anyone who spends a fair time flying. The half-hour a week person is likely to have a higher maintenance bill than fuel-bill.
Someone flying every day, will have a cleaner, more reliable, longer-lasting engine.
Most Engineers are mechanics...they know how to put machinery back together properly, most know how to diagnose faults.
very few are able to actually operate the machine under real-service conditions. especially since the demise of the Flight Engineer!....but, was he a good spanner-man as well?
bit longwinded, but hopefully food for thought!
Last edited by cockney steve; 18th Apr 2014 at 20:52. Reason: OOPS! it was Edward who toddled off with the Divorced yank.
Join Date: Apr 2007
Location: australia
Posts: 1,044
Likes: 0
Received 0 Likes
on
0 Posts
A NA engine will loose power with altitude however a blown engine either turbo or supercharge will be the opposite. Even a rajay system which provides SL conditions at altitude till it gets to critical attitude when performance is lost. These engines are fitted with auto controllers to compensate. At the end of the day the person behind the controls can make or break an engine weather it is running lop or rop.
And not one engineer I know would let a cly out with 5/80 and an exhaust leak.
Cheers
And not one engineer I know would let a cly out with 5/80 and an exhaust leak.
Cheers
Join Date: Nov 2012
Location: The Last Resort
Age: 52
Posts: 154
Likes: 0
Received 0 Likes
on
0 Posts
Round and round the garden
When is everyone going to wake up? Yr wrong has had some of the best and brightest in the industry contribute over 500 posts in a misguided sense of altruism trying to help him when in fact his only aim has been to aggravate, self promote, and fondle his own ego. It is abundantly clear yr wrong is unwilling or unable to answer the fundamental theoretical questions that have been posed to him and instead has behaved like a bully on the school bus taunting with ever more ridiculous stunts to ensure the spotlight remains firmly aimed at him.
I called this guy as a troll many posts ago, some have recognized this but many have continued to play right into his lap. Whoever you are yr wrong if you are indeed real and misguided you are a disgrace to the industry, unwilling to learn and unable to advance, a prime reason for the decay of GA. Darwin stalks you.
Just as you cant teach a dog physics you cant teach a closed mind. This thread has run its course.
I called this guy as a troll many posts ago, some have recognized this but many have continued to play right into his lap. Whoever you are yr wrong if you are indeed real and misguided you are a disgrace to the industry, unwilling to learn and unable to advance, a prime reason for the decay of GA. Darwin stalks you.
Just as you cant teach a dog physics you cant teach a closed mind. This thread has run its course.
Join Date: Apr 2007
Location: australia
Posts: 1,044
Likes: 0
Received 0 Likes
on
0 Posts
Orry you are a clown. I don't care what you may think. I can answer lots of questions. I am no bully. If someone ask me a question I'll answer it if it's relevant. Do I need to answer a question on octane ratings no I don't. I know about them. What have you done. What engineering have you done. How many cly have you checked and replaced. So at the end of the day go f your self. Why am I the centre of attention because I stupid and still give a view. Your a sheep I'm not.
Cheers
Cheers
Join Date: Nov 2012
Location: The Last Resort
Age: 52
Posts: 154
Likes: 0
Received 0 Likes
on
0 Posts
Trained Monkeys
How many cly have you checked and replaced.
After the tenth cylinder a trained monkey can do it, it ain't that complicated. Wake up to yourself your just a glorified mechanic.
Join Date: Apr 2007
Location: australia
Posts: 1,044
Likes: 0
Received 0 Likes
on
0 Posts
Oh you have so so much to learn. You say I'm a bully take a long look at yrself. You are not going to go far with an attitude like that. Not hard yet you never lifted a finger. As I said a clown.
Cheers
Cheers
So anyway, it's worth reading all of John Deakin's Pelican's Perch articles, twice. 
It's free!
Try to do the APS course, at least online. Remember: There's a money back promise for people who aren't satisfied and a reward for data contradictory of the data presented.
It's free! Try to do the APS course, at least online. Remember: There's a money back promise for people who aren't satisfied and a reward for data contradictory of the data presented.
Join Date: Apr 2007
Location: australia
Posts: 1,044
Likes: 0
Received 0 Likes
on
0 Posts
We'll lets see what happens here. Jaba has said that no such thing as a rotating valve seat. Walter deflected from answering. Now Walter knows there are. So what dose he do say yes or say no. So what dose that say about the so called experts. Now remember this started after I was ask a question. Let's see what happens.
Now this one engine is not the only engine with these seats. However it can be brought new now. And is stc in one other aircraft that can be used for charter type ops.
Funny how I know f all isn't it.
Cheers
Awaiting the results.
Now this one engine is not the only engine with these seats. However it can be brought new now. And is stc in one other aircraft that can be used for charter type ops.
Funny how I know f all isn't it.
Cheers
Awaiting the results.
Join Date: Nov 2012
Location: The Last Resort
Age: 52
Posts: 154
Likes: 0
Received 0 Likes
on
0 Posts
Nothing is going to happen
Nothing is going to happen you are being shut down. No one is going to answer because everyone knows you are a troll, you are not worthy of our time and effort, the penny has dropped.
Go and flog the apprentice he is your only friend PMSL
Go and flog the apprentice he is your only friend PMSL
Join Date: Apr 2013
Location: Vail, Colorado, USA
Posts: 168
Likes: 0
Received 0 Likes
on
0 Posts
***Hi Walter, I hope you are not suggesting to do away with compression testing.***
No, simply pointing out that a static compression test is s poor way to tell if a valve is leaking when the engine is running. The EMS will show that every time. We use compression testing because before we had EMS, it was all we had. It has "some" value, but is a sub-optimal way to tell if the valve is leaking dynamically.
***I believe you and your followers regarding LOP but I have my doubts ***
The weak link in ANY aircraft endeavor is the biological interface.
BUT, remember, if it can screw up LOP, it can screw up ROP and the worst possible mixture setting where heat and pressure are concerned is at 40dF ROP. So, how bad could it be mis-setting LOP?
No, simply pointing out that a static compression test is s poor way to tell if a valve is leaking when the engine is running. The EMS will show that every time. We use compression testing because before we had EMS, it was all we had. It has "some" value, but is a sub-optimal way to tell if the valve is leaking dynamically.
***I believe you and your followers regarding LOP but I have my doubts ***
The weak link in ANY aircraft endeavor is the biological interface.
BUT, remember, if it can screw up LOP, it can screw up ROP and the worst possible mixture setting where heat and pressure are concerned is at 40dF ROP. So, how bad could it be mis-setting LOP?
Join Date: Apr 2013
Location: Vail, Colorado, USA
Posts: 168
Likes: 0
Received 0 Likes
on
0 Posts
As for the 5/80 reading and running it, the airplane was in experimental and it was a research effort to prove that a valve that is leaking during a static compression test that has a good borescope inspection and no indication of a leak on the EMS is NOT a problem. As a result of this, TCM later came out with the SB about borescoping and allowing the compression test to be as low as 40.
We should remember that using the static test was all he had for a long, long time and it has been the holy grail for cylinder health. We have learned more since then.
As for the rotating valve red herring in this thread, I know of no poppet valve system that has a rotating valve seat. What a senseless interjection into an otherwise worthwhile discussion. Silly.
We should remember that using the static test was all he had for a long, long time and it has been the holy grail for cylinder health. We have learned more since then.
As for the rotating valve red herring in this thread, I know of no poppet valve system that has a rotating valve seat. What a senseless interjection into an otherwise worthwhile discussion. Silly.