Does it really matter? 71 years ago a man trained as a biologist and paleontologist who probably never laid a spanner on an aircraft did more for rational maintence and data based military operations than all the LAMES and aviation rulemakers put together.

He improved aircraft availability by 60%, surprise attacks on submarines by 30% and submarine kill rates by 700%. God knows how much money he saved the military from wasting.

His name was Conrad Waddington. Look up his story. It's very enlightening.

I have a dream............ LAMEs and CASA will come together and produce data based maintence.

Currently most LAMEs know half the stuff they do is BS but don't change anything because by law they can't and CASA won't change anything because ????????? (Someone help out here)

Yes a lot of stuff we have to do is BS. I've stated that before. Like I have to put down IAW c421mm 32-10-05. That's bs. Not going to help anything. There is a lot of bs but then there is a lot that isn't.

Dose it matter. Yes it dose. I don't tell a heart surgeon how to do his job. But people think they can do ours. I loved to get some off you and put you in the hot seat when the px on. Have 4 different aircraft in the one day with different problems.
It's easy to be an expert at one subject. How ever we don't just do one thing. We don't sit down and have a chance to look at super dooper gauge with all the bells and whistles in fact 99.9% of aircraft don't even have them.

To have someone that thinks he would know more about trouble shooting an aircraft engine problem that has no aviation qualifications just shows the contempt he has. No wonder there are no lames. But hey you all can do it it's easy.

Steve, answer half the straight questions I have asked you in the last year, and then start asking me about who is qualified for what.

I have already told you…..primary school and not yet finished, but that does not change the facts of the discussions.

You have argued black was white with highly qualified folk on here (you are just naive as to who they are and how well qualified they are) so it really matters not whether I passed or failed finger painting or not. Whether I studied engineering or not, whether I am a qualified pilot or not, or what ratings I may or may not hold.

You have argued wrongly on so many topics with far better qualified people than me on so many topics….I must say that my education and industry experience and any university papers are actually irrelevant and worthless.

I actually want to meet you, because up until now the smartest guy I have ever known is George W Braly and I can assure you I know rocket scientists and industry leading engineers. So you will no doubt trump them all.

So please, answer the god damned questions and quit the BS. My questions or Hempys, Creamies, Rutan's or anyone else's are worthy of the same level of respect regardless of our maintenance licences or anything else.


That is a complete lie, I have no cape and no intention of getting one, but I do claim to be educating against the misinformation and the incorrect teaching not only in your text books but mine.

And yes I do have the data o prove it. So do many here.

Go back a page or two and answer some intelligent questions, otherwise we might start asking you about your qualifications (not that they matter) it is the quality of the response that matters.

Jaba

You should have been a politician.

I don't claim to be a dr a rocket player a cane toad hunter. What I am is an lame that is not a sheep that has a mind and qualifications that allow me to pre form maintenance on aircraft in aust and o/s. I work day in day out and that's all I do. I don't have a visit today and a chat.
I don't have a uni degree nor do I need one. You may have some theory but that dosnt make you an engineer. If you think it's so easy why don't you and why have you not become an lame

yr right.

In all the posts I've seen you make, you've spent 99% of your time telling others how bad they are, how under qualified they are, or how arrogant they are. I'm starting to ponder the same questions about you.

Whether its slagging off RAAFies in the VH-MDX thread, in any maintenance related threads, aircraft ownership threads (BK LAME Argument) or even in this one, there always seems to be one constant... and I think a lot of people are growing tired of it.

Jun
I'm pleased for you.

I call it as I see it. If you don't like it then please feel free to not read what I post. If they feel free to have a dig at myself I feel free to have a dig back. And if they not qualified then let them tell it is that way.

…….no……but I are won :)

And I run a multidisciplinary engineering company. Is that enough for you. See it makes no difference what my qualifications are.

Besides you have argued with far better qualified folk than me, so who cares.


Now could you please get back to answering the questions asked….PLEASE!!!!

If I had three days spare I would go back and copy out all the questions asked of you that you have ignored. It would make a very long list.

If you are going to participate in an intellectual discussion at least try, and stop spraying BS about what you are qualified for and what others may not be, a usually one finds out later that it matters not but rather the quality of the discussion.




I will take that as an insult….thanks! :} But geez I at least answer questions and ask questions on a topic that I can be a contributor to.

You should be able contribute too given your vast experience and extensive high level qualifications, yet you fail to answer the questions and dodge duck weave and deflect.

Which set of attributes sound more like a politician? Old Sir Joh had nothin on you! :ok:





Start with that one, or how about just some rational discussion on my thoughts of the SMA Vs an old gas burner http://www.pprune.org/pacific-genera...ml#post8703969

Good data don't need no uni degree! :E

Don't hold your breath Jaba, the only answers you'll get are some ad hominims and bluster. This is generally how people with no idea tend to try and keep the illusion of 'knowledge' going when their bluff has been called. I wouldn't give him a lawnmower to service tbh, I'd probably end up with a massive bill for replacement clys

The real question that needs to be asked is, given LAMEs are so badly done by, why do you persist? If doctors and chemical engineers can turn their hands to building airworthy aeroplanes, can't disillusioned and undervalued LAMEs like yourself, yr right, use their talents in some other field...?

Oh Andy I can. And when you say build aircraft what you really mean is assemble them as a kit. Not many people actually build an aircraft.

And yes I can go and do other things however I choose not to. And your self that dosnt know basic gas and actually dose not know how a turbo works.

I'm actually good at my job btw

Groundhog Day
 

Haven't posted in many months and I return to find yr wrong spouting the same drivel. No wonder this industry is f&*ked when you look at the idiots who populate it. The RV8 is coming together and rest assured it wont be powered by a diesel. Bye bye certified aircraft forever cant wait to check out! Yr Wrong you wouldn't have the skill or patience to build an aircraft from scratch anyway, kits have revolutionised home building so much so that people are refusing to cop the bull**** of certified aircraft and are building there own, its cheaper in the long run.

Get out now
 

Andy most LAMES have wised up and are leaving, hence the ever increasing average age, working furiously on getting out myself.

The skill not to make an aircraft from paper hey. Who says I haven't already. Who says I haven't been involved with one now. Good for you. I can assure you I have the skills to spare. But go a head assemble your kit but don't say you built it because you haven't.

Have You
 

Show us the aircraft you have built from scratch?

You must have a real bad self-esteem problem, yr right. Anyone who denigrates the builders of kit aircraft either hasn't built one to know the effort it takes, or suffers from chronic sour grapes.

Oh, and in between rivets on my RV-8, I machined a radial flow compressor impeller for a friend's gas turbine project. Fortunately I didn't have to have CASA to tell me I was competent enough to do it. I just taught myself how it's done and went ahead and did it! Not that I'd call myself a machinist by any stretch.

comms.
 

Why I feel compelled to chirp in I'll never know.
Yr.right (here goes) for what its worth,
You may be a very good engineer, but no matter how accomplished a
Technician you are, unless you become more articulate, and less
Defensive, no one is going to take you seriously.
Why do I care?
Because it is the completely unrelated responses and reactions found in threads
Such as this, that pilots and flying enthusiests remember above all else.

Trust me, I have seen first hand how vocal individuals, through emotive
And inflammetory responses have helped pursuade the demise of a facility and the
Loss of hundreds of jobs, along with the perception that we were all obstructionists.

What these few individuals were saying may have been right, but by putting it across
In a confrontational way won few friends.
I get the feeling there is a growing perception lame's are one of the problems in GA.
And this does nothing to kurb that perception.

Im guessing neither you, or i have worked on diesels in aircraft, I look at this as I might actually Learn something. I miss the training i used to get.
None of us know everything. If you have some useful information regarding the title of the thread, I'd love to hear it. Have your own opinion about it, great, but tell me why,
One thing I have seen is the inference that a solid state Fadec control might be good, but i have changed a few ignition control modules and voltage Regs that have failed internally, so, unless its made by Honda, forget it! (They were ducati regs!)

FADEC
 

The FADEC modules are very robust and have a very low failure rate, to my knowledge that is,

So I wouldn't imagine that the control would cause maintenance issues, a laptop may be needed to download engine data at periodic inspections, not unlike the Bell 407 FADEC.

The engine I have interest in is the Graflight 350 currently being tested in a Cirrus, should be certified early 2016 with first 500 sold off production line.

This appears to be a ground up designed and built aviation specific CI engine, capable of running on distilate and Avtur.

I'm hoping it performs and sells:ok:

Eddie, you say low failure rate…..that is true of the FADEC itself, however the FADEC can't discriminate between real anode not.

Perspective has met and spent a few days with a man, possibly Australia's leading LAME in Diesel FADEC's, actually I reckon for sure he is THE authority on them, and he will tell you how much income his company has yielded from stupid FADEC faults. None actually within the FADEC itself.

Perspective, you should know exactly whom I refer……did you ever get to chat with him about this topic? It makes you cringe if you did.

Nite all :ok:

Fadec
 

I have had the opportunity to work with many
Talented and more experienced LAME's than I, but any
In depth conversations about GA Fadec are light on.

FADEC
 

Hi Jaba
Please post more info, if you have it to hand, on the FADAC soft and hard faults of which you speak.
I have heard of the battery back up issue, which can be fixed by using a PMA generator as with turbine fADEC.

D

It's pretty easy to design a really bad FADEC/engine controller and the best way to do this is give the job to a bunch of electronic engineers!

On the other hand, a robust, reliable system starts with a bunch of FMEAs and other dull paperwork exercises, driven by someone who understands both engines and electronics. Since this is relatively rare and especially unusual in the GA/Aerospace industry, its more common to find controllers that react badly to failure modes, of which interconnects are probably the most common factor.

Too hard to cover on prune, but it was not general the FADEC itself, or often not the sensors either, but a connector vibrating or suffering moisture or something but masquerading as a component problem, rendering the plane inoperative and always at a distance of 200nm from the capital city.

And not the same plane each time, across a small fleet.

Sorry for using jargon, but I agree with you Jaba! ;)

I have a design concept for a "zero-connector, zero external power" engine management system to plug into a mag hole on a Lyc, but a good friend of mine has advised me it won't meet FAA's interpretation of robustness/redundancy, so I haven't really pursued it. That, and the fact that the market is small and shrinking and noone can make their mind up about what fuel to burn. It's a project highway to grief and nightmares

Connectors
 

I seem to remember quite a lot of installations having
To be renewed, as was not allowed to have a termination
In the system, or at the very least a max of one junction
(737's)
A lot of the problems concerning electrical systems seem
To be able to be put down to connectors/junctions causing
Internal failure upstream in the control module or alike.

As you Say Jab and Andy, remove this from the system and you
Probably remove 90% of the causes of faults and internal
Failures.

Does it run on Windows?
 

In terms of AVGAS engines, effort would be better spent on making a magneto that was more "solid state" with fewer moving parts, that still generated its own charge and used very little electronics to time the collapse of the field. Lets face it guys once your trained and familiar three levers ain't that hard to do.

As for this piston diesel that you guys keep raving about. It will never happen, with the advent of nanotechnology and advanced manufacturing the micro turbine will become the standard. Its bad enough swinging four and six pistons of the size and mass in an aircraft engine at a compression ratio of say 9.0 to 1 on average. Now try and do that at 22 to 1 and manage the harmonics/forces/vibration. Why bother when a micro turbine is smooth as silk, will be thermodynamically efficient, more reliable etc etc etc.

Oracle1…..you want PRISM ? ;)

For anyone interested in harmonic problems read "No Short Days" The story of the development of the P&W 2800. Interesting non-integer harmonics etc.

After an excellent landing etc...

P&W having trouble at the moment with turbine blade between two models 34 & 114 both basically same engine but you can't use the latest blades in the 34 due harmonics.
If you service your mags at the correct intervals as require by the manufacture you rarely have problems with mags. You can't really get any think simpler that them. Why the need for fadec in ga piston engine. Kiss is the way to go. More you place in the more that can go wrong.

People removing glass screens and replace ing them with normal dial instruments due the cost of repairs.

hmmmm
 

That must be why the automotive industry ditched points in the early eighties?

A magneto may well be reliable but is it durable given you have to strip it every five hundred hours? Only the intellectually deficient or lazy would argue that we as engineers of both the mathematical and physical disciplines shouldn't refine and improve our engineering. Simplicity sometimes cannot provide reliability or durability but refinement certainly can. Refinement also lowers labour costs. Compare the complexity of the human being as a machine as say compared to your ECU and consider their relative reliability.

Good engineering is reliable and **** engineering isn't bottom line

That is a bold statement, oh Oracle One

Meanwhile back at the FADEC CI module manufactured by Bosch,
Jaba anymore info on the soft faults?

The magneto is still used today in high prefromance race cars. The mag in an aircraft if you have not notice is completely stand alone. While ever the prop is moving it's doing its job. It light weight reliable with the correct servicing and in aviation terms it's cheap. Requires no out side power which also makes it light plus it preforms ignition in an aircraft engine extremely we'll. it's pretty hard to beat really.

Eddie,

I thought I covered it in enough detail above.
However, if you want me to provide the fault codes in the FADEC uploads……. I would have to ask Andrew and I really can't see the point in asking as it is meaningless. If you own one of the affected aircraft chances are you know the best man in the country to deal with them. Discuss with him at your next opportunity. :ok:

Magnetoes are used in top fuel dragsters for several reasons.

They give the spark energy that is required.

The engines only need fixed timing because they only have 1 operating rpm

They have a life span 1 second more than required, ie 5 seconds.

Hi Jaba
No problems, I have some experience with auto diesels and am interested in the aircraft CI engine,

Cheers

Rotax seam to have the solid state ignition systems pretty sorted...

So when was the last time you had problems with your mags. When was the last time you had your 500hourly service done on the and or o/h. The mag is compact light and extremely reliable if service correctly. Then it's main thing is the fact that it is NOT religant on anything other than the engine turning. And unless you have a gstio 520/550 access is relatively easy. This constant push towards everything new because you have to have it is really unnessary. For most of you that would be lucky to fly 100 hours a year are happy to pay the extra cost involved in supporting the new gear. I would think not.

Things in the motor industry decrease in cost due to the amount of production and atomization. We how ever can't use this. Our aircraft and engines are all hand assembled and as such they can't compete.

Is it really required we change for change stake. And as for a top fuel car useing one rpm yeh sort of but the point is the energy that the mag makes can't be done via electronics for the same weight. And I guess your aircraft while in cruse your not operating a set rpm are you.

Nothing in aviation ever decreases in price. With expection to some after market gear PMA that sell at a reduce cost to original manufactures.

So they blow it up after they produce it? Planned obsolescence they call it. Think you meant to say amortisation.

and this is why General aviation aircraft and engine technology is still in the 1940's


How many Magneto systems go in excess of 1000 hrs without needing any servicing?

opps, my rotax modern electronic ignition systems have... .