LeadSled

Folks,
And thank goodness for that!! The more I read of yr right's efforts, the more I find it hard to believe he is really a LAME.
The many LAMEs I have known over the years are a bit like pilots, a variable lot, but many of them have been very competent and very smart people.
Tootle pip!!

LeadSled

Ultralights,
Be very careful of this one, CASA is not necessarily right, but neither are the ex-mil pilots. Concentration on minimum height loss in a stall was a major contributor to the loss of AF447, the A330 that went into the Atlantic.

Subsequently, Boeing and Airbus have revised their training material and recommendations for recovery from high angles of attack, to emphasize the importance of reducing the angel of attack adequately.

Some CASA office's FOIs will actually fail at pilot for any height loss in a stall recovery, during a base check, thus demanding a situation that greatly increases the likelihood of further loss of control of the aircraft. Also, most CASA FOIs seem to have difficulty with the idea that recovery from a high angle of attack at FL390 is different to being in the approach configuration at , say, 1500'.

Another example of needing to be very skeptical of what you are being told, an impossible situation for a starting student.

Recovery from a "minimum controllable airspeed" demonstration (assume it is the same as a stall, the difference for this argument are not worth worrying about) in a B727 takes about 7000'.

Sorry that this is off topic, but it is too important to let go by.

Tootle pip!!

jdeakin

One of the driving forces behind development of the ONLINE course.

John Deakin

cockney steve

A PUBLIC APOLOGY TO YR RIGHT

It would appear that i have "been saying things" about this member, and have been "bosting" (and boasting as well) about my abilities ,despite never having any Aviation engineering experience.

I am truly sorry, Yr Right. I shall, in future, refrain from commenting on any of your posts.
That way, you can continue to get rich replacing "cly"'s and I'll continue to play with my Rolls in my twilight years.

No Hoper

Reference knowledge of LAMEs:
In the main I would not think that the theory of LOP is of high value to the repair and maintenance of aircraft.
Engine management, methods of rotor track and balance, various other maintenance procedures are sometimes discussed quite heatedly in hangars and brew rooms where I have worked.
There have been times early in the morning after a long long day when a particular problem won't resolve according to my favored theory I will revert to someone elses and fix the issue
Cockney Steve I don't think it is a Rolls you are playing with

yr right

Well leadsled I sent a few PM last night and said what ive done in the industry you didn't get one and I wonder why.


Steve apology is well received thank you all I ask for is for you to take note doesn't mean you don't have a view. But if I say something as you seen I may know what im talking about.


As in life theory's that work on a class room board don't always work in real life. My experience shows me what happens it is a simple as that. And as I said to someone on this post we were doing extreme lean out on our own design fuel injection long before this subject ever came up. Difference was if it **** itself we just rolled to a stop


Now as for LBS the question was not what was it, it was what comes first POH or LBS
AS I said all maintenance on a VH rego aircraft is done IAW the LBS.
What is in the LBS is another matter


Raaf know all about stall recovery. 707 rings a bell. Like most things they knew and no better than anyone else.

Aussie Bob

I have been thinking of this for some time. What good is engine knowledge on a fabric repair? What good is engine knowledge when you don't have a pilots license? I want my aeroplane fixed when I toddle off the the LAME's shop, when I want a treatise on the internal combustion engine, I will book into an appropriate course, which I have already done.

I have said several times on this thread I would happily use yr rights services, nothing has changed.

yr right

Lead sled
Im reminded of the story that I was told about a 747 captain at the Q
Story was that he sounded the horn at the nose wheel. The engineer went , placed the head set on and asked what the problem was, The captain replied with is that the mechanic, the engineer replied no it is the engineer. He replied oh what ever. The engineer competed his task and buzzed back.
And said
Is that the bus driver.
The pilot refused to push back until he got an apology
The engineer never gave one,
Ops called the pilot and said push back now or you will be relieved of your duties.
The aircraft was pushed back


Your not that captain are you by any chance,


I was told this by several engineers at the Q and believe it to be true.


Cheers


now when I wont to fly some where I get a pilot to take me, I don't ask him to fix it but.

yr right

I think in the main that most shops arnt out to rip or do unnecessary work, I have work at a place like that and I well lets say didn't stay long as I left. The place had a bad name and since had a name change.
Its not good for business really it takes a lot of time to do a cly change and if your aircraft is at the back of the hangar awaiting parts its taking up space that something else may be good be used for.
This idea that LAME wont to spend al your cash replace parts cause we is really not true.


cheers

rnuts

Can someone please act as translater for yr right's posts.
It's killing me !!
I find understanding quantum physics easier !!

Jabawocky

Definitely not.

I am in Wanaka, btter things to do right now!

Creampuff

Actually, quite a lot of people saw it coming because there are lots of people who’ve made the same mistake as you.

As Ultralights has pointed out, if you are correct it inevitably follows that the way in which you say engines must be run must do damage.

I have in front of me a POH that says: “Lean the mixture and note the point on the indicator that the temperature peaks and starts to fall.” By your own logic, the engine has already started to be damaged by operating it in accordance with the POH.

As it turns out the POH then ‘mandates’ operation at a setting that the data demonstrates is near the most likely to cause damage: “CRUISE (LEAN) MIXTURE – Increases[sic] the mixture until the EGT shows a drop of 25 degrees F below peak on the rich side of peak.”

I was quickly coming to the conclusion that you are a pig-ignorant old fool, but then I realised that it’s almost impossible for someone with your claimed experience to be so unwise. My guess is that you’re actually an apprentice or son (or both) of someone with lots of experience, and you’ve picked up enough knowledge to be very dangerous but far from wise.

yr right

Sorry should not post so early or late
Cheers

Ultralights

how can we know at what temperature the actual PEAK EGT is? when this measurement is taken some distance down the exhaust pipe, is the probe 1 inch from the valve? 2 inches? 3? each location will give a considerable difference in temperatures..

43Inches

Only Australia, NZ, India and Canada refer to aircraft techs as "engineers", I thought Technician was the US (mechanic certificate) and European qualification. Maybe he thought he was in the US or Europe?

Its a bit like US (also Canada and NZ) train drivers calling themselves engineers. In India the qualification is a Loco Pilot.

yr right

Puff I never sent you what Ive done you shown by your words the reason why. Dangerous you think read what I have posted and then repeat it. No one engine failure not one in flight shut done. At the risk of repeating my self I see what happens and mess left behind on the hangar floor. Unfortunaly what is shown in a class room floor dosent always related to what happens in real life. So why then do I see so many burnt valves with people that try it. More so what is a normal failure.
More science now.
Cheers

Old Akro

Really?

http://www.fev.com/fileadmin/fev-res...Techniques.pdf


I was lazy and just asked my friend google and picked the first paper I found. But you can follow through the references if you like. These date back to 1951.

The best engine guys in the world are Ricardo plc (English HO), AVL (Austrian HO) and FEV (German HO). These guys do most engine development in the world, although they can be very discrete about clients. Their clients frequently claim work done by these companies as their own. One of my fiends worked for FEV in Detroit with one of the US big 3 who were claiming the FEV work as their own. If you go to the Ricardo library in Shoreham you can see some of the lengths they go to in order to protect the identity of clients who request it.

Ricardo is head-quartered on the same Estate in Shoreham where Sir Harry Ricardo lived when he invented the Octane rating. Go there and you will see 50 engine test cells running 24 hours / day. I believe AVL has more. Even sleepy Orbital in Perth has a dozen.

The best engine test cell hardware & software is made by these 3 who sell engine test cells to the car manufacturers.

20 years ago (or more) even Gibson Motorsport with their 2 dyne facility in the back of the race workshop in Dandenong was doing intra cylinder pressure logging of their race engines (I have the sensor they used) and some work on combustion photography.

Go to Engine Test Expo in Stuttgart in June and you'll see rows of companies specialising in engine test sensors to study things like this. Its a whole industry.

Its only aviation that is still discovering these concepts. In fact, its probably really only MCI & Lycoming because as John Deakin points out P&W pretty much had it figured out several decades ago.

One of the real problems with aircraft engines is that valve seat design has not kept up with modern technology. I'm convinced that a significant part of the Continental disease is just poor, old fashioned valve seat design & valve metallurgy. My hypothesis is that a lot of the valve seat recession that is seen with Continental cylinders and blamed in mixture practices is just poor seat profile and poor valve head metallurgy.

OZBUSDRIVER

Been helping my son get through his LAME quals...actually sat props and engines with a good pass. I am at a loss to remember anywhere in the engines subject on operational issues lean or rich. Studying for basic at moment and still haven't come across operations lean or rich...curiosity must ask me....where in the literature does the LAME learn about operations lean or rich?

No Hoper

Old akro, in fact aero engines have rotator caps on the valve stem.

Trent 972

rnutsyr right has previously publicly stated on this board that he is dyslexic.Now that you are also aware, you might show a little bit more human compassion and understanding.