How to thread drift in 720 posts!!!
Seriously you cant be serious and if you are that you wouldn't let me work on your aircraft I think my later statement of me not working on it is a truer statement.
yr right: please explain why turning off the engine by turning off the magnetos is bad when a restart is imminent? It is not my method, rather, it was shown to be by a senior seaplane pilot who is also a LAME, one of the best I have ever met. C185F is the aircraft.
Please also note, I have never posted anywhere ever that I would not use your services. I would. Whether you would provide them would, of course, be up to you.
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Um I fail to see how that will silence any thing. The spider valve dose not stop fuel flow. It is a secondary valve meaning the fcu is the primary ICO and the valve when fuel flow is less than spring px closes. This stops dripping into the nozzle and stops after run giving as it says a cleaner fuel shut off. But once again what would I know.
One other quick thing. Lop is not new at all so for those of you that think it's is I guess you need to look back. It was also taught at tech. I no I won't be advocating it to anyone at all. It is there decession to do it if they wish and they will get the rewards of a $20 saving in there pocket if they wish to do it.
Cheers.
One other quick thing. Lop is not new at all so for those of you that think it's is I guess you need to look back. It was also taught at tech. I no I won't be advocating it to anyone at all. It is there decession to do it if they wish and they will get the rewards of a $20 saving in there pocket if they wish to do it.
Cheers.
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The only time you ever ever cut of the engine via ignition is in an emergency. Never never never ever ever do it. You run the risk of hydraulic lock and destroying your engine not to mention flood the cly walls with fuel and washing away any lubication that is there.
Yes I heard of float plane operators doing this for a dead quick stop on water. But I can't say this more seriously than don't ever ever do it. And especially never do a compete on off on both mags above idle.
Yes I heard of float plane operators doing this for a dead quick stop on water. But I can't say this more seriously than don't ever ever do it. And especially never do a compete on off on both mags above idle.
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Aussie Bob, you do not shut off fixed wing engines using magnetos. Any hot spot in the cylinder is waiting to cook off the fuel load and the prop can kill someone. The Bell47 is shut down by offing the mags as the cut off was removed. No danger off rotation of rotor as the clutch is disengaged
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Never never never ever ever do it. You run the risk of hydraulic lock and destroying your engine not to mention flood the cly walls with fuel and washing away any lubication that is there.
not to mention the dangers to my Rotax 912's! or my Jabiru aircraft.......
Aussie Bob, you do not shut off fixed wing engines using magnetos
I will cease the method on real aircraft engines and take yr rights opinion as correct. By the way No Hoper, this is a regular practice with some seaplane operators just as yr right said. Personally I never did care for it that much, but if you are restarting instantly and you use the very low idle set on most seaplanes first, perhaps it is not as bad as you think.
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I hydraulicked a Scamel truck in the great green suck once. Overprimed it excessively, was cranking slow and locking. Got out the big arse slave starter, shot pure white smoke out the exhaust and followed by a 4 foot flame
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i have hydraulic locked my CBR motorcycle, but only after the entire fuel bowl drained into the cylinder, still, had nothing to do with shutting down an engine by ignition shutdown only.
I occasionally shut off the engine on my (fixed wing) aircraft using the MAG switch.
I do so to confirm that the MAG switch and the ‘P’ leads are working.
The small amount of fuel left beyond the manifold evaporates very quickly. (Whether that’s a good idea on other aircraft depends on the specific fuel system fitted to that specific engine and aircraft and NOT some ‘one-size-fits-all’ rule.)
However, there are some basic ‘one-size-fits-all’ rules. One of them is that everyone anywhere near a propeller on an aircraft should be told to treat it as “DEADLY AND DAMAGING. DO NOT TOUCH! DO NOT WALK THROUGH OR STAND IN ARC!”
Funny story about know-all engineers. All the plugs are out so how could a propeller possibly be dangerous? Someone connects the air pressure for a leak check, and the prop parts the engineer’s hair.
Even if the plugs and the cylinders are off, no one should be touching propellers. Moving the propeller on an engine that has the jugs off can damage the engine.
I do so to confirm that the MAG switch and the ‘P’ leads are working.
The small amount of fuel left beyond the manifold evaporates very quickly. (Whether that’s a good idea on other aircraft depends on the specific fuel system fitted to that specific engine and aircraft and NOT some ‘one-size-fits-all’ rule.)
However, there are some basic ‘one-size-fits-all’ rules. One of them is that everyone anywhere near a propeller on an aircraft should be told to treat it as “DEADLY AND DAMAGING. DO NOT TOUCH! DO NOT WALK THROUGH OR STAND IN ARC!”
Funny story about know-all engineers. All the plugs are out so how could a propeller possibly be dangerous? Someone connects the air pressure for a leak check, and the prop parts the engineer’s hair.
Even if the plugs and the cylinders are off, no one should be touching propellers. Moving the propeller on an engine that has the jugs off can damage the engine.
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@ No Hoper
What part of "IF are you having difficulty with? 
The whole thing is hypothetical. If you re-read all the thread, someone suggested that the high torque permanent magnet starters are BAD because they crank too quickly.....I was merely pointing out that, IMO this is a half-baked argument and gave the justification for my reasoning.....It has yet to be refuted.
I do not make a habit of flooding engines. A lifetime of fettling 2-strokes, 4-strokes, Agricultural, Marine, Aviation and road, have given me some understanding of the applied physics involved....Again, my description was meant to be an analysis of each compression stroke event on a cylinder during the starting phase.
Although there is a large "technical" section to the UK PPL, It seems the majority of PILOTS learn by rote and can repeat parrot-fashion without any understanding of the subject they are repeating......like a book, all the info is there, but it's too dumb to use it.
I once knew an engineer who had trouble with a gas appliance.....When I explained that a thermocouple produced electricity , when heated, He told me in no uncertain terms that I was extracting the urine and talking cobblers He only backed down when a random customer was asked how the device worked and repeated the answer.
Another refused to believe the theory behind "stretch-bolts" for accurate cylinder head/block tightening.....He had to physically "feel" them go on the last angular tightening, before he understood why they are a "once-only" use for their intended purpose.
We must be receptive to new applications of science and new scientific discoveries......Stab-proof cloth (Kevlar) ? Carbon-fibre structures? how many people thought these were flights of fancy when they were announced?
Flying with eagles isn't a problem (keeping up with them is another story )
watching out for the dinosaurs is where the problems start.
Again , you raise a red herring....IF the starter was sufficiently fast to throw-out the impulse coupling, that would indicate that the engine manufacturer thought retardation and impulse were not required at that rotational speed....QED.
The whole thing is hypothetical. If you re-read all the thread, someone suggested that the high torque permanent magnet starters are BAD because they crank too quickly.....I was merely pointing out that, IMO this is a half-baked argument and gave the justification for my reasoning.....It has yet to be refuted.
I do not make a habit of flooding engines. A lifetime of fettling 2-strokes, 4-strokes, Agricultural, Marine, Aviation and road, have given me some understanding of the applied physics involved....Again, my description was meant to be an analysis of each compression stroke event on a cylinder during the starting phase.
Although there is a large "technical" section to the UK PPL, It seems the majority of PILOTS learn by rote and can repeat parrot-fashion without any understanding of the subject they are repeating......like a book, all the info is there, but it's too dumb to use it.
I once knew an engineer who had trouble with a gas appliance.....When I explained that a thermocouple produced electricity , when heated, He told me in no uncertain terms that I was extracting the urine and talking cobblers He only backed down when a random customer was asked how the device worked and repeated the answer.
Another refused to believe the theory behind "stretch-bolts" for accurate cylinder head/block tightening.....He had to physically "feel" them go on the last angular tightening, before he understood why they are a "once-only" use for their intended purpose.
We must be receptive to new applications of science and new scientific discoveries......Stab-proof cloth (Kevlar) ? Carbon-fibre structures? how many people thought these were flights of fancy when they were announced?
Flying with eagles isn't a problem (keeping up with them is another story )
watching out for the dinosaurs is where the problems start.
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Yr right
Which casa solicitor and how was it he was trying you on?
They come in for enough stick from me included but you can't make that claim and not back it up.
How is it you defended us all from the forces of evil?
Which casa solicitor and how was it he was trying you on?
They come in for enough stick from me included but you can't make that claim and not back it up.
How is it you defended us all from the forces of evil?
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We'll Jaba it's all on the public recorded. Some people on here know about it and ive help them out with there dealings. As for me saying what happen we'll I'm not about to tell you or anyone else sorry.
Cheers.
Lets just say I'm no dumb f:$k.
Cheers.
Lets just say I'm no dumb f:$k.