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Post by baronbeeza on Oct 5, 2013 22:11:23 GMT 12
I was involved with a Trislander in Australia where the owner had a reputation for cutting corners.
The aircraft developed a fault where the brakes would just lock on, almost for no apparent reason but in reality it was the pressure not bleeding off.
It took a while and considerable fault finding before they admitted they had previously used 'brake fluid' to top up the master cylinders.
One of those jobs where a savings of a few dollars ended up costing hundreds to rectify.
Aircraft use Mil 5606, Shell Fluid 4 or 41.
Many of those aircraft use the automotive type components but as mentioned earlier the seals are changed.
I suspect the quality of the 'rubber' used these days is of far better quality but possibly just enough to cause the grief we encountered.
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Post by craig on Oct 6, 2013 5:01:06 GMT 12
And the replacement seals cost more than the whole brake unit!!!
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Post by lumpy on Oct 6, 2013 7:39:32 GMT 12
I was involved with a Trislander in Australia where the owner had a reputation for cutting corners. The aircraft developed a fault where the brakes would just lock on, almost for no apparent reason but in reality it was the pressure not bleeding off. Ive had exactly that same thing on a motorbike . Once the seals swell a little they dont allow the " compensation port " in the master cylinder to open enough ( or at all ) meaning the brakes start to drag . The dragging then creats lots of heat which causses the pressure to build up even more till the brakes are effectivly locked on . The case I had was a rear brake on a large road bike with plenty of power so the rider just kept on using more throttle and didnt realise the problem till it was litterally on fire ( seems they needed a toilet stop anyway , so managed to put the flames out )  |
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Post by baronbeeza on Oct 6, 2013 9:20:04 GMT 12
That is exactly what was occurring. The heat built up during taxi to the point where the wheel just locked up.
Perhaps the worst part was the rather inelegant 'fix'. The pilot had to shut down the engines and clamber out with a couple of spanners. By loosening the union at the bottom of the leg a little the pressure was relieved and the aircraft could then continue the take-off.
Probably not the best of looks for the passengers..
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Post by nuuumannn on Oct 6, 2013 10:08:35 GMT 12
"As long as they don't know what's going on, then its okay..." It astounds me at times what you learn in this industry. I've seen what happens when o-rings stuff out when the wrong ones are used in hydraulic systems; bad things involving lots of money, usually.
In our aircraft we use skydrol, which is phosphate esther based synthetic and is 'orrible stuff; definitely not applicable in this case. like Baron states, Fluid 41, 5056 is the predominant hydraulic fluid in GA aircraft; you need to use neoprene o-rings. Automotive fluids are mainly vege based and are not mixable with mineral based fluids, otherwise the o-rings will deteriorate; a lot of older aircraft use the vege based fluid.
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Post by craig on Nov 5, 2013 18:22:06 GMT 12
 Today I had a number of items water blasted. I am told this is now the preferred method of stripping paint and minor corrosion as it is less likely to distort thin alloy panels. Really happy with the results. Most panels coming up better than I had dared hope. Priced similar to soda blasting but not suitable for fibreglass. |
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Post by baz62 on Nov 5, 2013 19:10:57 GMT 12
yeah they look pretty good Craig, better than most of my Auster cowls thats for sure!
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Post by Deleted on Nov 5, 2013 20:42:23 GMT 12
Must remember that for the Fletcher!
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Post by craig on Mar 7, 2014 5:42:59 GMT 12
Well its been a while since my last post. Unfortunately Summer is a busy time on the farm and I haven't been able to put as much time into CTX as I would like. But hopefully in a few weeks things will settle down and I can get moving again. I have had a bit of a set-back with the wings as the guy who I hope will rebuild them (ex RNZAF) is committed with SIDs checks right thru till July and knowing aviation that will probably extend out even further!! I have purchased a container so all parts not presently being used, are at least now in bird-proof storage.
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Post by Peter Lewis on Mar 7, 2014 7:33:12 GMT 12
Thanks for the update Craig.
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Post by craig on Jun 20, 2014 7:37:09 GMT 12
Completed rudder at the paint shop. Instruments fitted. Seat fitted. Firewall restored and fitted. Currently working on tail-plane and panel fitment. Photos to follow
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Post by craig on Jun 20, 2014 21:12:07 GMT 12
 CTX prob sometime in the 80's. Joe Prestons shed (farm adjacent Gore airfield). Photo John Gallagher |
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Post by craig on Jun 21, 2014 6:41:35 GMT 12
  We think these photos were taken about 1972 when Peter Meek from Australia was looking at purchasing CTX. At this stage she had been withdrawn from use (CoA cancelled 13/11/73) You will notice no engine or prop. Rebuilt cowlings and no ailerons. Otherwise completely intact. |
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Post by Deleted on Jun 21, 2014 14:31:23 GMT 12
Great to hear she's still go, Craig!
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Post by craig on Jun 21, 2014 15:09:46 GMT 12
 As mentioned previously, currently working on tail plane. This photo shows the starboard one with lower skins removed. There is minimal corrosion but to be sure all ribs will be removed cleaned up and preserved before reassembly.  |
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Post by craig on Jun 21, 2014 15:27:30 GMT 12
The whole tail-plane set-up is quite cunning and seemingly similar to the Piper comanchee. The 2 individual tail planes slide onto a shared torque tube, which is supported in 2 in bearings mounted to the rear fuselage. The mass balance is also attached via 2 individual mounts and arms. Seems like a very strong system.   |
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Post by craig on Jun 23, 2014 20:24:41 GMT 12
 Firewall. Again would have been quicker to just make a new one but..... |
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Post by craig on Jun 23, 2014 20:30:13 GMT 12
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Post by Deleted on Jun 24, 2014 19:43:14 GMT 12
Craig, that looks spectacular! Great work!
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Post by craig on Jun 24, 2014 22:24:10 GMT 12
Thanks Zac. Its a great feeling slowly breathing life back in to the old girl.
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