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#21
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Nasa Icing courses
it seems to me that the only newsgroup that was blatantly off-topic
for the post was r.a.owning. I agree that it's arguably on topic for most of the groups, but so is almost *every* topic. After all, what doesn't apply to the "piloting" group? And aren't we all "students" of some sort? The overlap of readership among the groups makes cross-posting redundant. My observation is that it's mostly newbies that do it. Of course, your original reply was somewhat exaggerated as well Artistic license? ;-) |
#22
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Nasa Icing courses and complacency
I would not advocate vfr pilots follow your lead of
practicing non-enlightenment. That's a ridiculous mischaracterization of what I said. I did say that icing applies *mostly* to IFR pilots and that remains true. That isn't the same as saying that VFR pilots *never* have to worry about icing. Your post was a mixture of ad hominem and straw man arguments. |
#23
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Nasa Icing courses and complacency
Say what you want, the OP was just fine in what he did.
Scott Draper wrote: I would not advocate vfr pilots follow your lead of practicing non-enlightenment. That's a ridiculous mischaracterization of what I said. I did say that icing applies *mostly* to IFR pilots and that remains true. That isn't the same as saying that VFR pilots *never* have to worry about icing. Your post was a mixture of ad hominem and straw man arguments. |
#24
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Engine Making Metal (Was: Nasa Icing courses)
The intake cam lobe for the #3 and #4 cylinders failed and is worn down
considerably, hence the engine coming off and waiting for the crate. I've been following your engine woes with great interest, Ray, and not a small bit of horror. To say you are living one of my worst nightmares is not far from the truth, and I feel your pain. Does anyone *really* know what causes a camshaft to fail like this? I read about it happening with alarming regularity, and it's never attributed to anything in particular. It's always treated like an act of God, or like a weather phenomenon, rather than like the mechanical failure it is. And mechanical failures should have simple explanations, no? WHY did one of the cam lobes fail? Why didn't ALL of the cam lobes fail? -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#25
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Nasa Icing courses
("Peter Duniho" wrote)
[snip] It seems to me that airframe icing is primarily an IFR issue, possibly of interest to people reading r.a.piloting, and hardly applicable to people involved in their primary training (the main audience in r.a.student). Jim (OP) has experience with people involved in their primary training. Weather is taught to VFR primary students, why not icing? "Clouds ......recognize and avoid!" "T-storms ...recognize and avoid!" "Icing ..........recognize and avoid!" Montblack |
#26
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Engine Making Metal (Was: Nasa Icing courses)
Jay Honeck wrote:
Does anyone *really* know what causes a camshaft to fail like this? I read about it happening with alarming regularity, and it's never attributed to anything in particular. In the absence of some catastrophe, such as a bent pushrod, this is generally caused by not flying enough. The layer of hardened steel on a camshaft is fairly thin. Let the plane sit long enough, and rust will form. When the engine starts again, the rust is worn away, making the thin layer of hardened steel thinner. The worst wear points, of course, are the tips of the lobes. Once the hardened steel wears through, the softer steel underneath goes pretty rapidly. "So why not build the shaft entirely of hardened steel?", I hear you cry. That's because the harder steel is, the more brittle it becomes. The best strength comes from this sort of lamination of hard and soft steels. George Patterson Coffee is only a way of stealing time that should by rights belong to your slightly older self. |
#27
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Engine Making Metal (Was: Nasa Icing courses)
There is also the fact that the oil pump is at one end of
the engine and the cam shaft lobe that fails is probably at the other [a guess] and the oil takes some time to reach the journal and establish a full oil bearing. Add a little sludge, maybe some cold oil and an over-revved engine, and you get cam lobe /journal failure or the lifter. Pilot error due to poor operation. -- James H. Macklin ATP,CFI,A&P -- The people think the Constitution protects their rights; But government sees it as an obstacle to be overcome. some support http://www.usdoj.gov/olc/secondamendment2.htm See http://www.fija.org/ more about your rights and duties. "George Patterson" wrote in message news:J11wf.517$sa4.41@trnddc07... | Jay Honeck wrote: | | Does anyone *really* know what causes a camshaft to fail like this? I read | about it happening with alarming regularity, and it's never attributed to | anything in particular. | | In the absence of some catastrophe, such as a bent pushrod, this is generally | caused by not flying enough. The layer of hardened steel on a camshaft is fairly | thin. Let the plane sit long enough, and rust will form. When the engine starts | again, the rust is worn away, making the thin layer of hardened steel thinner. | The worst wear points, of course, are the tips of the lobes. Once the hardened | steel wears through, the softer steel underneath goes pretty rapidly. | | "So why not build the shaft entirely of hardened steel?", I hear you cry. That's | because the harder steel is, the more brittle it becomes. The best strength | comes from this sort of lamination of hard and soft steels. | | George Patterson | Coffee is only a way of stealing time that should by rights belong to | your slightly older self. |
#28
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Engine Making Metal (Was: Nasa Icing courses)
Add a little sludge, maybe some cold oil and an over-revved
engine, and you get cam lobe /journal failure or the lifter. Can you expand on that a bit, Jim? What, exactly, is an "over-revved engine"? -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#29
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Engine Making Metal (Was: Nasa Icing courses)
"George Patterson" wrote In the absence of some catastrophe, such as a bent pushrod, this is generally caused by not flying enough. Whenever I see less than 200 hours on an engine in a year, it seems like there are tales of destruction of an engine to follow. All of this would not be nearly as likely (it seems to me) if aircraft engines were equipped with rollers on the cams. -- Jim in NC |
#30
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Engine Making Metal (Was: Nasa Icing courses)
Whenever I see less than 200 hours on an engine in a year, it seems like
there are tales of destruction of an engine to follow. ??? That describes almost every privately owned aircraft at our airport. Only trainers routinely put on more than 200 hours per year. Mary and I fly more than anyone at the airport, and we just barely put 200 hours on last year. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
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