Newcastle Aero Club
Join Date: Apr 1999
Location: The frozen north....
Age: 49
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Can confirm the food is very good, grabbed a takeaway from them just last week for the flight back to Aberdeen. Those pen holders are bloody great for taking care of the plastic knife and fork while you get on with the take off !!
Regards
UA
Regards
UA
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Join Date: Jun 2004
Location: Newcastle upon Tyne
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G-BSSE, I think. Flew it a couple of times although to say it was a little 'tired' would be kind to it.
I'm sure Neil said it was due to go back to Blackpool. It hasn't been on the apron for a few weeks, perhaps it's gone now?
I'm sure Neil said it was due to go back to Blackpool. It hasn't been on the apron for a few weeks, perhaps it's gone now?
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Join Date: Jun 2004
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GonTec, I'd have spelt it with a 'F'.
Well done on the Pass, Bob. Great stuff.
I had a hairy experience in 'Whiskey Kilo' yesterday. The left Oleo strut sticks 'long' after take off. So when you land the weight of the aircraft on it, pushes it back into position making it 'drop' feeling like a flat tyre. I had to abort the touch and go and after being sent to the Golf hold I got out to see the damage. Of course there was nothing to see!
So, I went out again for another circuit for the same to happen on the next landing. I asked for a full stop and went into the Club to report a problem to be told it was, "Always happening". Wish someone had told me....
Well done on the Pass, Bob. Great stuff.
I had a hairy experience in 'Whiskey Kilo' yesterday. The left Oleo strut sticks 'long' after take off. So when you land the weight of the aircraft on it, pushes it back into position making it 'drop' feeling like a flat tyre. I had to abort the touch and go and after being sent to the Golf hold I got out to see the damage. Of course there was nothing to see!
So, I went out again for another circuit for the same to happen on the next landing. I asked for a full stop and went into the Club to report a problem to be told it was, "Always happening". Wish someone had told me....
Join Date: Dec 2004
Location: The noisy part of Papa 1-8 55 N 1 W
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I flew her 3/05 nothing untoward apart from a sort of black hole in the air and felt like I had lost power,carb heat ,pump on,mixture rich but no loss of power aprt from a few revs due to carb heat. I was seriously looking for a field in case of FL and having large rectal twitches and it is amazing how quickly you remember the drill's you learn in that situation.
I would think that it would be servicable and within limits but just because "it does that somtimes " doesn't make it right and I am sure there will be a technical reply forthwith.
Regards All
HE: next time you fly look a strut /wing height on the ground, I think you will find that sometimes the oleo's stick, I have had this on other planes in the fleet and it does feel a bit iffy when you land, as you slow down and it drops what feels like a couple of feet.
F*****knackered is an apt discription
I would think that it would be servicable and within limits but just because "it does that somtimes " doesn't make it right and I am sure there will be a technical reply forthwith.
Regards All
HE: next time you fly look a strut /wing height on the ground, I think you will find that sometimes the oleo's stick, I have had this on other planes in the fleet and it does feel a bit iffy when you land, as you slow down and it drops what feels like a couple of feet.
F*****knackered is an apt discription
Join Date: Aug 1998
Location: UK
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The oleo leg is designed to be fully extended with the aircraft airborne. The leg itself is a shock absorber with an internal oil bath and a nitrogen charge. The nitrogen is what causes the leg to extend and the oil passing trough a metering valve is what causes the damping action during compression of the leg with weight on wheels. The symptoms described indicate an incorrect ratio of oil to gas in the leg. Just requires a bit of the gas snifting out. If it then sits too low, thats an indication that the leg requires servicing with oil and gas. It's complete bollocks to say that this is normal or acceptable 
. It's not really an acceptable situation for the leg to be extended beyond 4 to 5 inches with weight on wheels because it produces a longer lever arm moment acting against the oleo mounting putting unnecessary stresses into the wing under braking and on uneven ground. In the long run this will cause wear and damage in the landing gear and stress in the wing. Also, Cherokees have a history of torque link bolt and torque link failure. Operating the aircraft in this condition can only add to the possibility of inducing such a failure. If the torque link system fails, wave ta ta to the whole lower leg and wheel because the torque link is the only thing that keeps the lower leg from parting company with the upper oleo housing and that would tend to ruin your whole day
Edit: just remembered that sliding portion (lower leg, seal carrier and Wheel and brake) is held in the upper housing with a circlip. The torque links keep the upper and lower parts aligned. If the torque links fail there is nothing to stop the lower leg rotating within the upper housing so there would be a possibility of the lower part turning 90 degrees to the normal direction
. It's not really an acceptable situation for the leg to be extended beyond 4 to 5 inches with weight on wheels because it produces a longer lever arm moment acting against the oleo mounting putting unnecessary stresses into the wing under braking and on uneven ground. In the long run this will cause wear and damage in the landing gear and stress in the wing. Also, Cherokees have a history of torque link bolt and torque link failure. Operating the aircraft in this condition can only add to the possibility of inducing such a failure. If the torque link system fails, wave ta ta to the whole lower leg and wheel because the torque link is the only thing that keeps the lower leg from parting company with the upper oleo housing and that would tend to ruin your whole dayEdit: just remembered that sliding portion (lower leg, seal carrier and Wheel and brake) is held in the upper housing with a circlip. The torque links keep the upper and lower parts aligned. If the torque links fail there is nothing to stop the lower leg rotating within the upper housing so there would be a possibility of the lower part turning 90 degrees to the normal direction
Last edited by Speedtape; 27th May 2005 at 22:45.
Join Date: Jan 2005
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Speedtape, a good piece on undercarriage.
Has anyone else ever wondered about the necessity of design of the torque link. Why is the lower section of the oleo not just formed with a longitudinal bar or even splines and then corresponding slots machined into the upper part of the undercarriage. This would then stop any tendency to rotate. Maybe it was just done for reasons of keeping the engineering costs or weight down or the old "keep it simple".
I suppose an external torque link is easier to inspect for signs of damage but it does seem a bit "heath-robinson".
Has anyone else ever wondered about the necessity of design of the torque link. Why is the lower section of the oleo not just formed with a longitudinal bar or even splines and then corresponding slots machined into the upper part of the undercarriage. This would then stop any tendency to rotate. Maybe it was just done for reasons of keeping the engineering costs or weight down or the old "keep it simple".
I suppose an external torque link is easier to inspect for signs of damage but it does seem a bit "heath-robinson".
Join Date: Nov 2004
Location: Lindesfarne Priory.
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Peak Times
We are now into summer with a vengance, and so starts the off peak & peak landing times.
Without me asking Clarky, does anybody know exactly what they are?
If I remember it was 10.00 hrs - 11.00 hrs then 15.00 hrs - 17.00 hrs... ?
£25.00 + VAT peak ...
Without me asking Clarky, does anybody know exactly what they are?
If I remember it was 10.00 hrs - 11.00 hrs then 15.00 hrs - 17.00 hrs... ?
£25.00 + VAT peak ...