yr right

Please don't tell me what I may or may not know. Because what you just said about me is prune ****e if you can explain to me how detenation burns an exhaust valve cause I'm most interested in that.
Cheers

yr right

Quick quiz. What controls the cooling air over an air cooled Areo engine. By that I don't mean the cowl flaps
Cheers

Ultralights

I have my ideas on burnt exhaust valves, based on the evidence i have seen, data from real time engine runs in various conditions, talking to, and asking question to people with vastly more experience operating all types of piston engines, and from the engines of my aircraft, (which, have never burnt a valve, or shown any evidence of damage due to mixture variability) but you are the LAME, what are your suggestions on what causes burnt valves?

Ultralights

Differential pressure.

yr right

Diff px yes but what controls it.
By runs on the board what I've done where I've done it. And by signing my own work and that of others.
Cheers

Ultralights

Post of the year in the Thread of the year!

Jabawocky

I think he means exit air and lower deck pressure but just like he keeps talking up his enormous qualities, he never backs it up with any substance.

He still has not answered any of my questions, been dismissive of some very high calibre folk, one of whom I believe is a current customer and in shock at the attitude.

So do not expect much sense UL. Why don't you ask him about how much air passes through the engine and where the rest actually goes?

I would love to see an answer to that. Be funny if it was correct for a change. And Walter or John do not give it away just yet (big hint Walter participated in STC tests that blew most in the game away). And for the well read folk just hold back for a bit.

OZBUSDRIVER

Yr right...you are starting to sound like you haven't graduated from the school yard skite.

Lean of Peak ops, as Deakin put it, is something that was standard ops on the big Wrights but with the advent of the jet age was just plain forgotten about. Now, it isn't re-inventing the wheel, it is just learning to walk all over again.

My pet tech advancement to watch is replacing AVGAS or using JET A in recipe. It may well cause the reintroduction of another old technology with a new metallurgical spin...turbo compounding! Plus LOP equals a better performing engine in the FL200 to 300s more efficiently than turboprops. All old technology.

yr right

Oh Jaba must have hit a nerve have I. You gotten a little nasty. Oh a costumer of mine mmm do tell. Like I said I back my substance every day via a signing legal documents every day. You don't. Big difference.
Sorry should not react like that but however it was called for. Like I said i not making charging or anything from this post. You say data data data. I say I see see see but you don't take that on board. You say it's some thing else. What you think we so stupid not to check every thing that's going on. When we have a problem we check everything it's our job. You were extremly reluctant to say yes if the engine had full fuel it would not fail.

Now you Arnt casa approved nor is your course but you say that is ok. Mmm sorry I and others don't think so. Get approval and set the record straight the. You may have some credabilly cause not only in my eyes but many others you don't have with out approvals.

Training orgs can't train aircraft appentises with out casa approval. Why should you be different if you are going to make claims about how we'll you train and have people pay get an accreditation. Now if you are training people that work I. The oil gas industry and they do an audit I can assure you that they will every not use or demand that it is not used. Chances are they won't use piston engine aircraft but they may.
You say you really can go against the PoH we'll you can't. And as I've said you left a big hole for yourself.
But any way
Cheers

yr right

Oh sorry when have I ever talked my self up. The only time I say stuff about myself is after I've been asked. As aster of interest every been to court every had a death on your mind I guessing neither to both we'll it's both to me.
Cheers

Walter Atkinson

Operations of any type are only prohibited legally if the prohibition is in the LIMITATIONS section of the POH. This topic came up in all three of the APS classes I have taught in Australia and the CASA representatives present agreed that operations on the lean side of peak were legal.

If one reads the POH more carefully, the text may say one thing and the engineering graphs something else, fully in contradiction with itself!

For example, the Malibu PROHIBITS ROP operation in cruise in the LIMITATIONS section. It is illegal to operate that aircraft ROP.

In years past, CASA has had a very hard-line approach to strictly following the POH and it has created some problems for them. For example, if the POH said that the oil should be changed at 50 hours and if you did so at 25 hours CASA considered that operating outside the POH. That is a silly notion. One does better than the POH recommendation and could be violated?? Since attending the first APS class in Sydney 5 or 6 years ago, they have significantly softened their stance on such issues, including understanding that the POH is only regulatory if the recommendation is in the LIMITATIONS section. Otherwise, the "recommendations" found in POHs are simply that. At the last APS class in Brisbane, the CASA rep was very supportive of lOP ops… even in cases where POHs were "recommending against it" outside of the LIMITATIONS section.

yr right

its one thing to say that but the regs don't allow that. The poh is over ridden by the log book statement and the M/M. And the biggest problem is the AWI at each section have there own ideas and enforced them that way. If the poh doesn't say it you cant its very clear as someone posted earlier.

Ultralights

I maintain aircraft,every type, even rotary wing, and I'm regularly sent on courses on the latest maintenance and engineering techniques, that have constantly evolved as new technology becomes available, and the changing techniques that come around from a better understanding of the processes and damage modes discovered from the use of newer technologies, yet through these evolving procedures, design and equipment, one thing remains the same, The aircraft themselves.

I personally would be very sceptical of any maintenance organisation that doesn't make an attempt to keep itself up to date with the advances made by new technologies, even if those technologies serve to confirm long lost knowledge of times past.


And yet, most of the recent courses attended have not been approved by CASA, and most likely never will be. But the new insights and skills will be applied to aircraft in Oz.

Walter Atkinson

My credentials:
ATP, CFII, MEI, A&P (LAME), 15 years of experience in the most advanced engine test facility in the world, extensive research on engine cooling, baffle design, I hold three US patents on inventions in the filed of aviation and I hold a doctorate. I have written expensively in refereed journals in two different scientific fields; one being aviation. I was asked by the FAA to review their aviation certification exam questions concerning engine management for accuracy and recommend appropriate changes.

Obviously, that pales in comparison to Yr Right's experience and credentials.

Yr Right, please explain in detail how the air moves under a cowl and is used to cool the engine (let's start with the conventional, top-down cooling arrangement before we move to the up-draft designs). Please include specifics of air flow; please include an estimate of the percentage of air entering the cowl which is used for cooling.

I anxiously await your explanation to clarify my understandings.

(Even though I hold a doctorate, please make an effort to describe this with words and in syntax which can be easily understood by a Yank like myself. I apologize; I have difficulty understanding the wording of many of your posts.)

In addition, it is worthwhile to remember that unless Sir Isaac Newton was wrong,, "the physics are everywhere the same." So, how data "looks" in Yr Right's shop must be the same as everywhere else, or there's a worm hole connecting his shop to a parallel, yet reversed universe.

yr right

good on you walter im pleased for you.
cheers

yr right

as for airflow though the cowl system I was refering to the exit is what controls the air flow you see most people don't know that cause we simple folk down here
Cheers

Jabawocky

No, I have not gotten nasty. I have deliberately been consistent and persisteant and ultimately it has provoked the response by challenging you. And that is the best you can do.

My post said the following;

1. just like he keeps talking up his enormous qualities, he never backs it up with any substance. Ohh yes you do and no you never back anything up with anything more than rhetoric. - Thus far true.

Just go back through this post and answer my questions. I do believe I paid you the courtesy of doing this for all yours. But you seem to refuse to have the common decency to do the same. - Thus far true

2. been dismissive of some very high calibre folk - Thus far definitely true

3. one of whom I believe is a current customer and in shock at the attitude. - Not proven yet, but seems like it could be true. Not that it matters greatly. But you do seem edgey about it.

4. So do not expect much sense UL. Why don't you ask him about how much air passes through the engine and where the rest actually goes? - Thus far True (not expecting any sense) and how about another good question for you to not answer. You started the DP topic after all.

So where is there nasty in this? I just want you to pay me and others the same courtesy you demand.

You have not answered one question asked of you. Why? Is it beneath you or something, because that is the tone we are getting.

In just about every post, and when not doing that, doing it inversely by slagging off at those who we know are of high calibre. This says it all.

Ohh yeah....I forgot to mention my wife. guess what she does for one of the three big ones. And guess what she calls the shots on for that big three O&G company? And funny....auditing of suppliers and their suppliers....and guess which fields of transportation she manages? She is generally a very pleasant lady to do business with but having been in engineering and more recently mining and O&G for 25 years she takes fools very seriously. I hope you understand that I know a little about this industry too. Not that it matters much.

So please stop treating us all with contempt. I am not getting nasty, but I will not be bullied by you.

Walter Atkinson

Since you are so pleased for me, would be polite enough to answer my question?

Please explain in detail how the air moves under a cowl and is used to cool the engine (let's start with the conventional, top-down cooling arrangement before we move to the up-draft designs). Please include specifics of air flow; please include an estimate of the percentage of air entering the cowl which is used for cooling.

Or, if you do not know the answer, please be polite enough to say so.

Your answer that the exit controls the airflow is woefully incomplete.

yr right

diff px in that the lower as in underneath has a lower px and thus air is drawn down to the point if you have a look at small Cessna cowl with out cowl flaps there is a little lip to create even more of a px drop.
next I don't bully anyone let alone your self.
and I can assure you are wrong about a client.
I have also said will not answer technical data I speak in general terms and I have a good reason for doing that.
And as for substance I do that every day with a pen
Cheers

Oracle1

lets talk about ratios of inlet to outlet and relative density please, including compressibility and stagnation. What differential is required before we actually see useful flow?


Only data counts. I am actually glad that you've stirred up the heavy hitters because I think we are about to see some information for free that cost a lot of coin to discover.


Walter could you please go back over this matter for me it is ages since I looked at this stuff, especially back flow