yr right

Gosh maybe they fitted an 1830 to it that give 7 cly yeh that's what it is. Silly me
Cheers

Oracle1

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jdeakin

Nothing I've said should be taken as "you're doing it all wrong," because I did not mean it that way. You may be a very fine mechanic/LAME. It's possible I might even bring my airplane to you for work. The finest mechanic I've ever known was a fellow named Greg Doyon at the Tacoma Narrows airport (TIW) near Seattle WA, USA. At first, I flew about 50 miles to get my annuals and other work done for about 10 years. Later, when I moved to California, it was nearly 1,000 miles, but I still had my annuals done by him. I did the "Owner Assisted" thing, and learned a great deal from him. In 15 years he never made a mistake, and turned out flawless work.

He was adamantly opposed to LOP, and when I told him I was going to have my V-35B upgraded to the Tornado Alley Turbo-Normalizer he desperately tried to talk me out of it. He grumbled a lot about it after it was done, but then admitted it was well done. He said, "Well, at least you won't be running LOP with it!" I smiled, and said, "That engine and Turbo has 250 hours on it, ALL of which was about 90℉ (50℃) LOP!, about 90% power." He was dumbfounded, speechless.

Later, I took him along for a demo flight and leaving the throttle wide open, the RPM full, I pulled the mixture briskly back to about 17 GPH (64 LPH). CHTs were all nominal, and less than they'd been ROP. The airplane was going like stink, about 190 knots TAS at 2,000 feet.

He fell right into my trap, saying, "Your IAS is well into the yellow." So I pulled ONLY the RPM back to 1800, leaving the throttle WOT. He nearly lost it, eyes bugged out, protesting. CHT's were down even more, of course.

He wasn't convinced yet, but he sure was puzzled, because it flew in the face of everything he "knew."

But it was based on science.

Sadly, that was the last annual for N1BE at that shop. Greg had a growing family, and had to take a job teaching at a local college, for MUCH higher pay. The plight of mechanics everywhere.

Where I have a problem with you, sir, is your foolish THEORIES about the damages you're seeing, and the ill-founded advice you're putting out here, and presumably elsewhere. You investigate, find the problems, and repair them. That's all well and good, and I salute you for it. THAT is your job, and I could not do it. But when the SCIENCE is presented, you blow it off with your version of the OWT (Old Wives' Tale.) You really do yourself and others a major disservice.

I think you also ought to let a spell-checker help you out, but that is just my opinion!

Best...
John Deakin
Camarillo CA

A Squared

Oh, really?

Here's a photo.

I'm looking carefully.

I see nine, how many do you see?



You say you own 2 of these?

LeadSled

yr right,
Based on your posts, obviously not much about regulations generally , and certainly only very limited knowledge of the certification regulations, CASRs 21-35.

What on earth makes you think something in the front of an aircraft maintenance log over-rides the provisions of CASR Parts 21 -35, CAR 138 and FAR Parts 21-35. Maybe you went to the same CASA lectures that I observed.

As I have said before, based entirely on your contributions to this thread, and in my opinion your abysmal ignorance of quite basic matters, I still haven't decided whether you're efforts are a windup, or are really the efforts of a really truly living breathing and allegedly sentient LAME.

I cannot see an answer to one of the many quite specific questions posed to you buy Jaba, myself and others, you just bluster, an entirely reasonable assumption is that you just don't know.

Tootle pip!!

jdeakin

Quote:

I still haven't decided whether you're efforts are a windup

I'm not familiar with the term "Windup" used in this context? Would you elucimidate?

John Deakin

Jabawocky

JD,

A windup must be another Aussie term for winding someone up, getting them all wound up over something. So to deliberately poke the bear. To post controversy just to get a reaction.

Have a good afternoon

DB



PS As an example, we could try winding up yr right with a question on what is the appropriate fuel flow and why on a TNIO520?
And then ask how is it that TCM's laws of physics are so different to Lycomings, when on a IO540 the BSFC at full rich and full power is so much higher than the equivalent TCM IO550? (hint for the punters...one of them has their numbers right, one...well not so much)
We could get into the TRUE MEANING of SID97-3E?

Given the remarkable work done by yourself and Bill Ross, and publicly released recently, you have the upper hand, so lets see how long it takes to get to the bottom of this gem. By the time I get to Wanaka today I expect this will have generated some great discussion!

A Squared

As I understand it, much like "stirring the pot" with of an element of pretense.

yr right

so which comes first then. a SB an MSB a AD by country of Origin or an Australian AD,
Now if what you are saying is correct then every aircraft must follow the som provided by the Manufacture and shed 5 would not be able to be used.


I repeat
THE LOG BOOK STATEMENT is what all maintenance on a VH aircraft MUST COMPLY WITH. It is written on the M/R what the maintenance is done to for the event of a break down etc. Now do you know the difference between class A and class B in regard's to maintenance.


Do you understand a system of Maintenance. Have you every written one, I have and had it approved,
Cheers

Creampuff

You have the cart before the horse. You seem to do that a lot - confusing cause and effect.

The regulations are the horse and the other documents are the cart.

A Class B aircraft must have maintenance carried out when required by the aircraft’s schedule of maintenance (CAR 41). (A Class B aircraft is one that is neither certified in the Transport category nor used in RPT.)

If the holder of the COR for the aircraft has elected to use the CASA schedule of maintenance as the aircraft’s schedule of maintenance, the CASA schedule of maintenance is the aircraft’s schedule of maintenance (CAR 42B). If the holder of the COR for the aircraft has elected to use the manufacturer’s maintenance schedule as the aircraft’s schedule of maintenance, the manufacturer’s schedule of maintenance is the aircraft’s schedule of maintenance. (CAR 42A). If there is an approved system of maintenance for the aircraft, the approved system of maintenance is the aircraft’s schedule of maintenance (CAR 42C).

The election is made by filling out the approved form and giving it to CASA (CAR 42E).

There can only be one maintenance schedule at a time for an aircraft (CAR 42D).

If there is a change of holder of the COR for an aircraft, the new holder ‘inherits’ the old holder’s election (CAR 42F).

Note that nothing the log book says makes any difference to how the above rules operate.

The aircraft’s log book should reflect the COR holder’s current election. But if it says something different, the statement does not make the different thing so. In other words, if there is a valid election by a COR holder to use e.g. Schedule 5 of the CARs (i.e. the CASA schedule of maintenance) as the maintenance schedule for the aircraft, but the ‘log book statement’ says the aircraft is maintained in accordance with the manufacturer’s maintenance schedule, the maintenance schedule for the aircraft is not what the log book says. See the definition of ‘approved maintenance data’ in CAR 2A.

Every question you ask gets answered.

Every question asked of you gets obfuscated.

At what EGT will an exhaust valve be hotter: 50 deg F ROP or 50 deg F LOP?

VH-XXX

A Squared, is that one of those photos like in a shopping centre you look at it and see 9 cylinders but it is actually 7? Perhaps you are not looking at it long enough. Try half closing your dominant eye.

T28D

Yup I screwed up Sorry No Hoper and all a senior moment

Ultralights

good question

A Squared

Why, yes, that *is* a good question. I wonder if yr right can answer it.

yr right? We're waiting for your answer.

Walter Atkinson

If he ever answers that question, try this one:

Is exhaust valve temperature related to EGT? Why or why not?

A Squared

I'd bet real money he'll never answer the first one.

Walter Atkinson

I'm not taking that bet!

Andy_RR

This thread reinforces my belief that we should get a FADEC to do the engine management job, let the pilots fly and the LAMEs download the data every 50hrs.

Ultralights

not much point if the LAME's dont know how to read or interpret the data they have downloaded.

No Hoper

Talked to the old bloke here, there was a 7cyl Jacobs radial in the Airtractor. The plate on this R985 indicates is built under license by Jacobs.

I'll take a punt on the exhaust valve question:
A richer mixture