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In modern airlines this tends to be limited to doing ETOPS maintenance on aircraft that only do non ETOPS flights.
One airline that claims it has never had an accident (its had plenty) has had one accident and multiple incidents because they do not even do risk analysis on things like refusing to let pilots use thrust reverse. That put a 747 in the grass a long way past the runway and cost more to repair than replace and they call it an incident.
Hoping to get some input from some of our resident engine experts (ShortRound6, GregP, Tomo, MiTasol, Bill M and Calum, to name a few, I know there's more). I've seen many publications (and some posts on here usually referencing another source) making references to "worn out engines," or "tired engines." I've even seen this in "Bloody Shambles." In my years in aviation I've identified a "worn out engine" as one that is not meeting manufacture's performance specifications, being operated beyond overhaul limits, having accessories (Magnetos, carburetors, generators, FIUs) operating beyond overhaul limits or having items like motor mounts, engine control cables or control cable rod end bushings worn. I even think we might throw oil leakage in there in many cases. IMO I think this term has been thrown around in many cases without merit or substance, and it seems that over the years it was taken at face value. I think in some cases even pilots may have abused this term.
As many of you know, engines can be overhauled and brought back to original performance specifications. I've seen many general aviation engines (which are a lot less robust than engines from WW2) with thousands of hours on the core overhauled to the point where little difference will be noticed when compared with a new engine.
When I see this term in a post or a publication with no specifics I take it with a grain salt unless specifics are given. What's your take on this? Do you think this term is over-used without merit?
But, a pilot won't know exactly what's wrong - just that the aircraft is a pig to fly...Personally I dont think its a "useful" term to use. In that I cant see any practical use for it, other than saying a particular engine needs a rebuild.
The main reason its pretty meaningless is that (if we`re talking WW2) a worn out DB605 in 1942, might be as little as 4hours at the peak of the exhaust
valve debacle, at exactly the same point in time a "worn out" Merlin might have flown 250hours (although few combat aircraft lasted that long anyway).
If I hear "bearings gone" or "burning oil" at least you know something about whats wrong, worn-out could mean anything. Its far to generic to be useful as a
description.
Depressingly I`m not a pilot, so I wouldnt know. Although I keep promising myself to save up for a PPL...But, a pilot won't know exactly what's wrong - just that the aircraft is a pig to fly...
I've worked as a Maintenance Controller - trying to translate 'pilot-ese' into 'mechanic-ese'. And I've got a foot in both camps...Depressingly I`m not a pilot, so I wouldnt know. Although I keep promising myself to save up for a PPL...
trying to translate 'pilot-ese' into 'mechanic-ese'. And I've got a foot in both camps
I think in a WW2 situation the most likely thing to happen is a new plane or planes being delivered to a squadron and everyone else in the squadron not being able to stay with it. On this side of the pond worn out doesnt mean broken, it means it still works but very poorly.I think we've put a good perspective on this. Unless you have specifics using the statement "worn engine" is useless. And as mentioned, you may have a pilot who sees performance degradation and without knowing what's really going on it just going to say "this engine is worn."
My favourite was when a pilot who was also a car mechanic started trying to diagnose engine issues (talking spark advance..)I like Calum's quote, Personally I dont think its a "useful" term to use.
I think we've put a good perspective on this. Unless you have specifics using the statement "worn engine" is useless. And as mentioned, you may have a pilot who sees performance degradation and without knowing what's really going on it just going to say "this engine is worn."
And as mentioned, you may have a high time engine and it is still making power and performing as advertised - NOT WORN.
Yep! I've overheard many discussions (and I'm sure you have as well) where pilots and mechanics are trying to haggle out a discrepancy, it's like having a groundhog trying to communicate with a parrot!(Had to throw that in)
Copy - but without specifics as shown it could mean a multitude of things. When I was in the reserves if a pilot came up to me and said "this plane is worn out" I would have answered "so is your wife"!I think in a WW2 situation the most likely thing to happen is a new plane or planes being delivered to a squadron and everyone else in the squadron not being able to stay with it. On this side of the pond worn out doesnt mean broken, it means it still works but very poorly.
LOL!My favourite was when a pilot who was also a car mechanic started trying to diagnose engine issues (talking spark advance..)
Yep! I've overheard many discussions (and I'm sure you have as well) where pilots and mechanics are trying to haggle out a discrepancy, it's like having a groundhog trying to communicate with a parrot!(Had to throw that in)
Now, many times you may have an engine functioning perfectly but the aircraft is not seeing top speeds, now it may roll into an airframe issue
True but the worst of the dust is nearest the ground so the slightly higher in the case of the Mustang scoop still has a benefit and I suspect, and only Calum could confirm, that the prop blades passing just inches in front of the scoop remove a fair percentage of what the aircraft passed through. Low down and far back like the Spitfire is always going to collect far more debris as it is also picking up the aircrafts own dust.In regards to the Allison's carb intake - yes it's getting "clean Air" - as long as it's the lead ship to get down the strip.
The subsequent planes will be eating dust as they fall in line.
I was thinking the dirt fields in North Africa and CBI theaters as well as the earlier mentioned coral fields in the Pacific.How dusty does it get in merry old wet England? Not very. When Typhoons began operating from dirt airfields in France they very quickly had to devise filters for them.
Amazing how some pilots come up with things at face value. At the academy we had some IPs complaining about our T-41s "running hot." As you know early Cessna temp gauges had a long green ban, a small yellow (caution) stripe and then red. This aircraft was running in the upper portion of the green so a few pilots didn't want to fly the aircraft. Spent many hours trying to convince this guy (and his boss) that this was not an issue.Yep. Had an L-188 Electra pilot come in one night and write in logbook #3 prop loose. If even the most basic information during his engineering course on the type had sunk in he would have known how stupid that snag was. I signed it off as retorqued and did nothing. The next night he raved about how much better the aircraft operated. The next crew was in the room and included the type Fleet Captain who immediately came over to find out what was going on. He reamed the stupid idiot and reminded him it was his job to provide a full and detailed list of symptoms and answer questions from the maintenance staff and nothing more. His previous nights entry would go in the engineering joke book and all future reports from him would be treated with the contempt they deserved until he grew a brain. That particular Fleet Captain started in Engineering some 15 years earlier so knew both sides of operations.
It may not get as dusty like the desert but you will pick up dust and dirt to some degree. Look at the diagram you posted - every one of those moving linkages and hinges will pick up dirt and wear out causing issues so keeping components like this lubricated and clean is a big part of keeping the aircraft and engine healthy.How dusty does it get in merry old wet England? Not very. When Typhoons began operating from dirt airfields in France they very quickly had to devise filters for them.