Jabiru engine failures
written in their operating manual by their marketing department.
The APS people have spoken, first hand, to engineers in brand X and brand Y.
Engineers from those brands have attended the APS course.
If you think hard about what parameters potential purchasers of aircraft GA fixate on, when deciding what aircraft to buy, you'd understand why many old POH recommendations have the engine running around the point at which it's being beaten to death. Think hard...
Engineers from those brands have attended the APS course.
If you think hard about what parameters potential purchasers of aircraft GA fixate on, when deciding what aircraft to buy, you'd understand why many old POH recommendations have the engine running around the point at which it's being beaten to death. Think hard...
Well, this whole problem got an airing on national breakfast radio this morning, just in case some didn't hear.
http://mpegmedia.abc.net.au/rn/podca...41120_0836.mp3
http://mpegmedia.abc.net.au/rn/podca...41120_0836.mp3
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Clinton you forgot to add this.
Written and spoken for and behalf of APS.
Please note that APS don't accept any resonpsoability for lose or damage to your aircraft , aircraft systems or aircraft engine after you have done the non approved APS training course.
APS accepts no resonpsoability for any actions which may cause death or injury to any non approved data or lack of data or any data which contravenes any manufactures data or the pilot operating hand book.
Think that covers it.
Cheers
Written and spoken for and behalf of APS.
Please note that APS don't accept any resonpsoability for lose or damage to your aircraft , aircraft systems or aircraft engine after you have done the non approved APS training course.
APS accepts no resonpsoability for any actions which may cause death or injury to any non approved data or lack of data or any data which contravenes any manufactures data or the pilot operating hand book.
Think that covers it.
Cheers
Nice work by President Monck. Very confident in his replies, well informed and gave a good perspective of the impact of all of this.
But yr right, it doesn’t matter whether or not APS accepts responsibility.
Anyone can sue them for any damage, death or injury caused by their horrendous lies. APS don’t require anyone to sign a release or indemnity and, in any event, it wouldn’t work to protect them from liability if they did.
Surely you would agree that because the APS course and data are “not approved”, lots of people relying on their dangerous, invalid information and recommendations provided during the course would be blowing up their engines and killing people, left, right and centre? In a litigious country like the USA, they’d have been sued to oblivion years ago.
Yet they continue to exist and thrive, litigation free. How could that be?
It couldn’t possibly be because the course is based on data gathered from the operation of tens of thousands of aero piston engines over millions of hours, as well as the data gathered from the most sophisticated aero piston engine test and measurement cell on the planet. It couldn’t possibly be because of the first-hand experience of people who (unlike you) pilot aircraft with engines operated in accordance with LOP procedures that were settled decades ago.
It must be because APS mesmerise people with their voodoo and folklore.
I do sometimes get a tinge of guilt at shooting a fish in barrel, but you do lead with your chin…
Tell us, yr right, at what mixture setting will a piston aero engine’s CHT be lower:
(a) 50 degrees F rich of peak.
(b) 50 degrees F lean of peak.
(PS: I have no direct or indirect financial interest in APS. My only interest is in dispelling the myths and folklore spread by dangerously ignorant people.)
Anyone can sue them for any damage, death or injury caused by their horrendous lies. APS don’t require anyone to sign a release or indemnity and, in any event, it wouldn’t work to protect them from liability if they did.
Surely you would agree that because the APS course and data are “not approved”, lots of people relying on their dangerous, invalid information and recommendations provided during the course would be blowing up their engines and killing people, left, right and centre? In a litigious country like the USA, they’d have been sued to oblivion years ago.
Yet they continue to exist and thrive, litigation free. How could that be?
It couldn’t possibly be because the course is based on data gathered from the operation of tens of thousands of aero piston engines over millions of hours, as well as the data gathered from the most sophisticated aero piston engine test and measurement cell on the planet. It couldn’t possibly be because of the first-hand experience of people who (unlike you) pilot aircraft with engines operated in accordance with LOP procedures that were settled decades ago.
It must be because APS mesmerise people with their voodoo and folklore.
I do sometimes get a tinge of guilt at shooting a fish in barrel, but you do lead with your chin…
Tell us, yr right, at what mixture setting will a piston aero engine’s CHT be lower:
(a) 50 degrees F rich of peak.
(b) 50 degrees F lean of peak.
(PS: I have no direct or indirect financial interest in APS. My only interest is in dispelling the myths and folklore spread by dangerously ignorant people.)
From You-Know-Who.....
Issued at 11.31 am today (WST)...
Civil Aviation Safety Authority - Consultation Draft ? CD1425SS
Worth the read, particularly if you carry..(shudder)..passengers..!! (Proposed...)
No Cheers
Issued at 11.31 am today (WST)...
Civil Aviation Safety Authority - Consultation Draft ? CD1425SS
Worth the read, particularly if you carry..(shudder)..passengers..!! (Proposed...)
No Cheers
Fso is that the amendment that came out on Monday? Someone else said it came out today too which is strange.
Oh so you just spotted that. It was released last week which spurred this discussion. The amendment was this Monday gone. Now I'm on the same page.
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It's very difficult to get adequate cooling of the heads and even when CHTs are within limits the tappets need adjustment every 25-30 hours. Hydraulic lifters hide the valve recession and head embedment.
It's very difficult to keep the EGTs within limits; if you run the engine lean a valve will break and you're looking for a field, not a graph.
It's very difficult to keep the EGTs within limits; if you run the engine lean a valve will break and you're looking for a field, not a graph.
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So Jaba whoops I meant Clinton.
I'm sorry I'm not ignorant. Just because I'm not a sheep and have to follow the leader dose not make me one. All I've done is dispelled the lies that have been told. Case in point tbo life's.
Now as your such a expert on the way a piston engine works perhaps you can tell me what is a burnt valve and how dose it happen. Then what is flame front and what relationship dose it have with the mixture of an aircraft engine. Then perhaps tell us what part of an aircraft engine parameters is the most extreme. Then why is it un nessrary that APS dose not have an approval for the course that they teach when EVERY other course must have ?
Now onto the Jaba engine.
For casa to effectively ground this engine they must show a due cause. If this engine has suffered engine failure rates greater than is to be expected then what is the problem.
If the engine is so critical on mixture then there is an problem which needs to be addressed. Been a long time since I have looked after one but the early 6s that locked up the crank was not impressive at all.
I'm sorry I'm not ignorant. Just because I'm not a sheep and have to follow the leader dose not make me one. All I've done is dispelled the lies that have been told. Case in point tbo life's.
Now as your such a expert on the way a piston engine works perhaps you can tell me what is a burnt valve and how dose it happen. Then what is flame front and what relationship dose it have with the mixture of an aircraft engine. Then perhaps tell us what part of an aircraft engine parameters is the most extreme. Then why is it un nessrary that APS dose not have an approval for the course that they teach when EVERY other course must have ?
Now onto the Jaba engine.
For casa to effectively ground this engine they must show a due cause. If this engine has suffered engine failure rates greater than is to be expected then what is the problem.
If the engine is so critical on mixture then there is an problem which needs to be addressed. Been a long time since I have looked after one but the early 6s that locked up the crank was not impressive at all.
[I]f you run the engine lean a valve will break and you're looking for a field, not a graph.
Every fuel/air mixture that supports combustion is ‘lean’. It’s just that some of those mixtures are on the rich side of peak EGT and some of them are on the lean side of peak EGT.
It’s too hard for yr right, but you can try the quick quiz too:
1. At what mixture setting will a piston aero engine’s CHT be lower:
(a) 50 degrees F rich of peak EGT.
(b) 50 degrees F lean of peak EGT.
2. At what mixture setting will a piston aero engine’s CHT be lower:
(a) 100 degrees F rich of peak EGT.
(b) 100 degrees F lean of peak EGT.
3. What EGT is hotter:
(a) 75 degrees F rich of peak EGT.
(b) 75 degrees F lean of peak EGT.
Then why is it un nessrary that APS dose not have an approval for the course that they teach when EVERY other course must have ?
Or …
Maybe, like your understanding of engine management, your understanding of the aviation law is deficient.
(Surely the village of which this guy’s the idiot has a responsibility to save him from embarrassing himself so much.)
BTW: The correct answers to the quick quiz are:
1. (b)
2. (b)
3. Trick question: The temperature of the exhaust gas at 75 degrees F rich of peak EGT is the same as the exhaust gas at 75 degrees F lean of peak EGT.
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genuinely interested in seeing the answers to the questions above....
dammit creamy, i was hoping to see some responses and the reasonings before you posted he answers
dammit creamy, i was hoping to see some responses and the reasonings before you posted he answers
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So Clinton
You done one course and now your the instant Areo engine expert.
So here we go.
How may days this year have you spent in a maintence shop.
How many services have you done this year or ever
How many Ad eng 4 have your carried out.
How many engine changes have you done
How many cylinder changes have you done.
How many fcu changes and set ups
have you done.
How many mag changes have you done.
How many engines have you released
And once again you still have zero understanding of flame propergation and the damages that can occur
You done one course and now your the instant Areo engine expert.
So here we go.
How may days this year have you spent in a maintence shop.
How many services have you done this year or ever
How many Ad eng 4 have your carried out.
How many engine changes have you done
How many cylinder changes have you done.
How many fcu changes and set ups
have you done.
How many mag changes have you done.
How many engines have you released
And once again you still have zero understanding of flame propergation and the damages that can occur
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yair Creamy some more questions
How long have you known the earth is flat.
How long have you known the sun orbits the earth.
Millions of people believed-believe? this so it must be right.
How long have you known the earth is flat.
How long have you known the sun orbits the earth.
Millions of people believed-believe? this so it must be right.