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UMWT recalls 10,350 units of Toyota and Lexus models for potentially faulty fuel pump
of Toyota and Lexus vehicles in Malaysia, announced a Special Service Campaign (SSC) to replace the fuel
10 tips on how to save money on your car's fuel cost
Check your tyre pressureThis is the easiest way to save fuel.
Perodua issues fuel pump recalls for 2018/2019 Perodua Myvi
Looks like the Perodua Myvi is affected by the global fuel pump issues as well.
UMW Toyota announces recall for 2017-19 Toyota Avanza, 3,923 units affected
units of the Avanza.The recall is an extension of a previous announcement affecting the vehicle’s fuel
Owner Review: Experience JDM rear-wheel-drive classic - My 1991 1991 Nissan 300ZX Z32
major service for the car before I made the purchase which saves me lots of time(timing belt, water pump
16 – 22 May 2020 Fuel update: Price increase for all fuel types
The inevitable fuel price increase is upon us all.
VW Passat as efficient as Axia? Top 5 cars tested with lowest fuel consumption - WapCar Ratings
station’s pump, which in turn relies on pressure and vacuum to click.
15 - 21 April Fuel Price Update: No changes in fuel prices this week
This week, theres no changes in fuel prices.The fuel prices from 15 - 21 April 2021 will be as follows
PDRM was wrong! No need to scan MySejahtera app at petrol stations unless using facilities
"For individuals who make transactions via credit card or debit card at the pump and did not accept
What’s the Proton X50’s tested fuel consumption?
Proton claims the X50 returns a fuel consumption figure of 6.4-litre/100 km for the range-topping 1.5
Ratings – Honda CR-V’s fuel consumption, commendable score
The common knowledge about smaller capacity turbocharged engines is that they are fuel efficient.
Bermaz recalls 19,685 Mazda vehicles over fuel pump replacement
Mazda Corporation has announced a worldwide product recall to replace its fuel pump as a precautionary
Owner Review: Reasonable maintenance cost and low fuel consumption - My 2021 Toyota Yaris 1.5 E
3Quality & Features: 5Space: 4Ride Comfort: 4Fuel Economy: 5Price & Cost: 4Pros & ConsPros Fuel
BMW i Hydrogen NEXT gets its fuel cells from Toyota
The only question is, will fuel cell technology catch on with battery?
Tested 1.9m km in Malaysia! 2020 Proton X50’s 1.5T & 1.5TGDi engines dependable?
Proton has revealed the measures to counteract it with use of silent high-pressure fuel pump, injector
Honda Malaysia recalls 55,354 cars - City, Civic, HR-V, Jazz
Honda Malaysia today announced a product recall involving 55,354 units of Honda vehicles to replace its fuel
15 - 21 August 2020 Fuel Price Update: Price increase for all fuel types
It was nice while it lasted, but now the inevitable has happened: both petrol and diesel fuel prices
Can you save fuel by doing aero modifications?
practice of extremely energy efficient driving that squeezes the most mileage out of every single drop of fuel
13 – 19 June 2020 fuel price update: Up across the board
From next week onwards, prices at the petrol pump will increase across the board for yet another week
Honda Malaysia recalls 77k cars for fuel pump replacement - City, HR-V, Civic among those affected
Honda Malaysia today announced a product recall involving 77,708 units of Honda vehicles to replace its fuel
Review Post sw fuel pump
96 1996 Saturn Sw Fuel Pump 1.9L #Auto #Boat #Plane #Parts https://t.co/YGFVmOFf17 https://t.co/FnuH7LDfIh
2010 VOLVO V70 3.2L A/T FWD SW #1 FUEL PUMP A2C53194819 https://t.co/G0sNFLmkKC https://t.co/fNmt5cd5Id
88/92 #Audi 80/90 Quattro/Non-Quattro – #Fuel #Pump Used (#sw #portland) $50: very good condition – $50 – Firm –… https://t.co/GhlBk5wIWL https://t.co/f7492EapzD
07 08 09 10 11 12 ELANTRA FUEL PUMP PUMP ASSEMBLY 2.0L SW 97976 https://t.co/hV0StzUPel https://t.co/GTuigPdszC
got the old (1980) Volvo SW running today after replacing a fuel pump and relay
New Electric Fuel Pump 1987-92 Buick Century Estate SW http://allworldautomotive.com/view/?i=400188071863
fuel pump 98 f150 (sw) $1 http://tinyurl.com/4tkd639
New Fuel Pump Saturn Sc Sl Sw: Airtex Electric Fuel Pump E3905M http://t.co/Usx5gFp9
Saturn SW L4-1.9L DOHC VIN 7 (1993) Fuel Pump Relay
Mercedes 450SEL 6.9 : 1975 - 1979 || HFP New EXTERNAL Fuel Pump | In-line Design | OEM Replacement - Direct sw... http://t.co/dkUw5bMD6c
Review Q&A sw fuel pump
Has a fighter pilot ever fallen asleep like airline pilots have?
Near dawn one morning, I was directed to ferry a stripped F-4 Phantom from NAS Pensacola, FL to NAS Fallon, NV for further work. The rear cockpit panel and seat, and several other parts had been removed, so it was going to be solo. For various reasons, the aircraft wasn't ready until long past sundown, but I was told the flight was still “a go”. Midair re-fueling was scheduled due to the need to get the aircraft there with no additional delay. The refueling wasn’t scheduled until I was near SW Kansas, so I settled in and got comfortable in the darkness. There were few possibilities of airliner conflicts due to my cruise altitude, and very little radio “chatter”. It was cool and quiet. Just the steady muffled sound of wind around the canopy, and the fuel pumps occasionally and quietly shifting fuel. It was peaceful and all was good. I remember being well into Texas heading to my rendezvous with the tanker. The next thing I heard was my call sign being repeatedly called in a very loud voice. I had missed my turn to meet up with the tanker. I didn’t know how long they had been calling, but I do remember it taking what appeared to be a long time to get back on course to the “gas passer”. I must have experienced a series of what is called micro sleep. Needless to say, I was certainly wide eyed for the rest of the flight.
How does it feel in engine room for a marine engineer?
Engine Room feelings can't be described in a simple texts. It’s a bare bones of ship. It’s a place of high vibration, temperature, noise & dangerous space of ship. All machinery required for propulsion of ship are installed in this space at appropriate locations. Engine Room is generally located in aft or mid-ship. Engine Control Room (ECR) ECR : Heaven of Engine Room – Air-Conditioned, Clean, No dust, Very less noise & vibration etc. If you have not entered ship’s engine room then you can’t realise the importance of ECR. Watch-keeping starts from here ideally. This is located fuel pump side of Main Engine generally. Engine Room Machineries & some important deck machineries are controlled from ECR. Things in ECR: Control Panel Main Switchboard Personal Computer Telephone Clock Fire Fighting System & Equipment Alarm’s horn Shaft alignment measuring box Cathodic protection measurement box Boiler Water testing box Keys box Files & Documents cupboard Manuals, Plans & Drawings shelf Electrically insulated gloves & boots box World Map White-board & Markers Notice board Muster List First Aid Kit Garbage Drums AC Refrigerator Water Purifier Table & Chairs Engine Room Layout Construction of Engine Room is not simple, it’s a masterpiece of engineers. It is generally constructed in 3 or 4 floor arrangement, called platform. Bottom Platform Pumps, OWS, Shaft generator, LO cooler, DB Tanks & sounding pipes etc. ECR Platform (Middle Platform) Purifiers, Auxiliary Engines, Jacket Cooler & Pumps, Piston cooling water cooler, FWG etc. Workshop Platform (Upper Platform) Compressors, Steering gear, Sewage Treatment Plant, Hotwell, Air bottles, Hydrophore pumps etc. Tween-deck Platform Incinerator, Refer Compressor, AC Compressor, Stores etc. Boiler is located in aft with three stage platforms like Boiler control panel platform, middle platform & top platform. List of Machinery Main Engine : 1 set Auxiliary Engines (Generators) : 2 or 3 sets Shaft Generator HFO Purifier : 2 sets LO Purifiers : 2 sets DO Purifier Exhaust Gas Boiler (Economizer) Auxiliary Boiler (Oil-fired Boiler) Fresh Water Generator (FWG) Steering Gear Sewage Treatment Plant (STP) Incinerator Oily Water Separator (OWS) Main Air Compressor : 2 or 3 sets Control Air Compressor Working Air Compressor AC Compressor Refer Compressor Main Air Bottle : 2 sets Control Air Bottle Working Air Bottle MGPS (Marine Growth Prevention System) Propeller Shaft Lube Oil Cooler : 2 sets Jacket Water Cooler : 2 sets Piston Cooling Water Cooler : 2 sets Compressor Cooling Water Cooler : 2 sets AE Jacket Cooling Water Cooler : 2 sets AE Lube Oil Cooler HFO Purifier Heater LO Purifier Heater FO Heater : 2 sets Excess Steam Condenser (Dump Condenser) Emergency Air Compressor Emergency Generator Hydrophore System List of Pumps LO Pump : 2 sets MCSW (Main Cooling Sea Water) Pump : 2 sets Jacket Water Pump (Fresh Water) : 2 sets X-Hd LO (Crosshead Pump) : 2 Sets Ballast Pump : 2 sets Fire & GS Pump : 2 sets Emergency Fire Pump Piston Cooling Pump (Fresh Water) : 2 sets Bilge Piston Pump Sludge Pump HFO Transfer Pump DO Transfer Pump Fresh Water Transfer Pump Hold Bilge Pump : 2 sets AC Cooling Pump Refer Cooling Pump : 2 sets AE SW Cooling Pump : 2 sets Air Washer Pump Oily Water Separator Pump ME Charge Air Cooler Washing Pump Technical Water Hydrophore Pump : 2 sets Ejector Pump Distillate Pump (Fresh Water) Boiler Feed Pump : 2 sets AE Pre-lubricating Pump : (1 for each AE) AE Supply Pump : 2 sets AE Booster Pump : 2 sets FO Supply Pump : 2 sets FO Booster Pump : 2 sets Boiler Fuel Supply Pump : 2 sets HFO Purifier Supply Pump : 2 sets LO Purifier Supply Pump : 2 sets DO Purifier Supply Pump Compressor Cooling Fresh Water Pump : 2 sets Hydrophore Pump : 2 sets Steering Gear Pump : 2 sets (Heleshaw Pump) Sanitary Water Pump Sewage Treatment Plant Re-circulating Pump Sewage Treatment Plant Evacuating Pump Chlorine Mixture Pump Boiler-Incinerator Pump Incinerator Pump Ignition Pump Boiler Water Circulating Pump Critical Equipment, (Which are essential as per regulations,) Main Engine Auxiliary Engine Steering Gear Emergency Generator Emergency Air Compressor Boiler Emergency Fire Pump Life boat Main Air Compressor Emergency Bilge Suction Valve Oily Water Separator CO2 System Main Switchboard (MSB) Emergency Switchboard (ESB) Fire Detection System Blower and Funnel Flaps Fire Extinguisher ECR Tools & Use Scales & Measuring Tape : For measuring lengths Calipers (Inside Caliper & Outside Caliper) : For measuring inside & outside diameters Micrometer (Inside Micrometer & Outside Micrometer) : Precision tools, For measuring small lengths but of higher accuracy than Vernier Caliper Vernier Caliper : Precision tool, For measuring small lengths of high accuracy Dial Gauge : Used individually or with other tools, For measuring trueness of circular object etc. Deflection Gauge (ME Crankshaft Deflection Gauge & AE Crankshaft Deflection Gauge) : Type of Dial Gauge, specially made for measuring the Crankshaft deflection ME Liner Calibration Sets : Set of straight assembled rod with marked length Feeler Gauge : For measuring gap width or clearance between surface and bearings Telescopic Feeler Gauge (Tongue Gauge) : For measuring gap width or clearance between surface and bearings where feeler gauge is not accessible i.e for remote places AE Performance Kit : Indicator instrument for performance test of AE ME Performance Kit : Indicator instrument for performance test of ME OMD Kit : For oil mist test Poker Gauge : For measuring propeller stern shaft clearance (propeller wear down) Bridge Gauge : For measuring the amount of wear of Main Engine Bearing Trammel Gauge : For measuring Rudder Clearance Bore Gauge : For measuring size of any holes American Wire Gauge : For measuring cross section of an electric cable or wire. Testing Kits Cooling Water Test Kit Expandable Boiler Water Test Kit Potable Water Test Kit Flow-meters (Counters) ME Fuel Oil Flow-meter AE Fuel Oil Flow-meter ME Cylinder Oil Flow-meter FWG (Fresh Water Generator) Flow-meter ME RPM Counter Auxiliary Engine’s Running Hours Compressor’s Running Hours Purifier’s Running Hours Tanks Bunker Tanks (HFO & DO) HFO Storage Tanks DO Storage Tanks HFO Settling Tank DO Settling Tank HFO Service Tank DO Service Tank LO Tanks ME LO Storage Tanks ME LO Sump ME LO Purifier Tank ME Cylinder Oil Tank ME Cylinder Oil Daily Tank AE LO Storage Tank AE LO Purifier Tank FW Tanks FW Storage Tanks Distillation Tank Ballast Tanks Fore Peak Tank Aft Peak Tank Double Bottom Tanks Wing Tanks (Top Side Tanks) Bilge & Sludge Tanks Purifier Sludge Tank Bilge Sludge Tank Bilge Holding Tank Fuel Oil & Lube Oil Drain Tank Waste Oil Tank Overflow Tank ME LO Dirty Tank Scavenge Drain Tank Piston Cooling Water Drain Tank Piston Cooling Leaking Water Tank Drain Water from AE Tank Drain Oil from AE Tank ME Cooling Water Drain Tank Other Tanks Sewage Tank Compressor Cooling Water Expansion Tank AE Expansion Tank ME Expansion Tank Purifier Operating Water Tank Stern Tube Oil Gravity Tank Cascade Tank (Hot well) Observation Tank Steering Gear Oil Tank
What is the number one trick when diagnosing a bad fuel pump?
Verify fuel is present. Verify power at fuse block, pump relay and spike from ECM to relay coil. Most late model GM run a 2 second pulse when ign Sw turned on.
As a police officer, what is one of your funniest and most favorite memories?
Pardon the length of this post, but it’s a bit of a tale. Rookies are a favorite target of senior officers when it comes to practical jokes. This one involved myself, another senior officer, and a rookie who had recently been released to ride a solo car. He was a great guy and went on to a great career, so I’m not using real names. At the time I worked for the Oklahoma City Police Department and was assigned to work a district in the southern part of the city (SW 44th to 74th and May to Santa Fe). The other senior officer worked the district next door and the rookie worked the district that was bounded by the south end of the Tinker Air Force Based. At that time Tinker was well known for the AWACS plane, the funny looking plane with the huge rotating radar dome on top. Below is an example (the E3, I believe) and gives you an idea of the plane. Myself and the other senior officer created a memo from the chief’s office. In the memo we wrote the following, “NASA has requested the assistance of the OCPD with a test of a civilian based communication system that works on local police frequencies. The purpose of the system is to help coordinate with local police and NASA during time when the Space Shuttle may be ordered to land at Tinker, or should another NASA related issue arise that requires assistance of local agencies. Please see that an officer is available at 2300 hours on Tac Freq 4 for a test of this system. Respond only if requested.” The shift sergeant thought it was a great idea, so he read it at line-up that night. As he read it he actually held the memo in front of him so he could conceal his grin. As he was reading you could see the rookie officer getting a bit excited at the idea of being involved with NASA. After he read the memo the Sgt said, “Okay, so who’s near Tinker tonight?? Let’s call the rookie Tim for ease of reference. Tim sat up in his chair, shot up his hand, and said, “Ooo … I am, I work that district.” Most of the other officers in the room recognized this as a joke and there was a good round of laughter. That didn’t detour Tim, he said it again, “I work that district.” The Sgt told him to be aware but not ignore calls. Calls had a priority. So we broke line-up, grabbed our equipment and hit the streets. That particular shift worked from 4:30 PM until 2:30 AM, so we would be in the field at 2300. During the evening I became involved in a couple criminal actions made an arrest of two pharmacy burglars about 1930 hours. After booking them, writing reports, and putting their tools in the property room I was finishing up about 2240. My district had a popular bakery-donuts shop that served sandwiches and good cup of coffee. So it was not only popular for the ubiquitous donuts break but a decent spot to grab a quick sandwich in a pro-police environment (meaning they had a clean bathroom and generally friendly help). As I pulled into the parking lot of the strip mall where the shop was located I noticed the Shift Captain, two lieutenant, and four Sgt cars in the lot. There was also a few scout cars with officers in the restaurant and another group gathered near the end of the lot. I parked, went in to get my sandwich and discovered that my partner in joke and the command were waiting for me so that we could complete the joke. My partner had been taking flying lessons and said he’d play the roll of the Columbia commander if I’d play the roll of the Tinker control. So we went to our cars, pulled alongside each other and started. “This is Tinker Command clearing channel xx.xxx mhz associated with OCPD tactical frequency number 4. This is used for purposes of a test with local authorities. Tinker Command to the Space Shuttle Columbia, do you read me?” Silence, then the 2nd officer clicked his mike and played AM radio static over the police freq. “Roger, Columbia, we show you 942 miles downrange with with signal at 5by5 and on trajectory for Exercise Adam-Delta-273.” Another pause, some AM static, and then the other officer held his mic out the window to get distance from his mouth and said in a gravely voice, “Roger Tinker, we can begin on your command, all systems are go.” “Columbia, begin Adam-Delta-273 on my mark … 3 … 2 … 1.” “Tinker, this is Columbia, NCC-1701, and we are ready to engage with local authorities on this frequency, we await contact.” No more than a nano-second passed before Tim keyed his mike and in a very excited voice said, “Space Shuttle Columbia, this is Oklahoma City Police Department unit 3–3–5 and I am ready to cooperate with you in Adam-Delta-273! I just want to say, Welcome to Oklahoma City!” We were laughing so hard that I thought I was going fall out of my car. I managed to look into my rear-view mirror to see that the commanders in the shop were also laughing and slapping the table. In police services one way the officers who humor is to click their microphones when something funny happens. This opens and closes the repeater to allow for a distinctive sound over the radio. There was a blast of hundreds of clicks at that moment. My partner finished quickly with the NASA contact and everyone went back to work. At the end of shift it was common to fuel the cars at the briefing station, park, and wait to be called in for end-of-shift. As I pulled into the fuel pumps Tim was waiting and had another officer he was talking to. As I got out of my car he said, “Franklin, did you hear me, did you hear me, I did the NASA thing tonight, I got to talk to the Space Shuttle!” I told him that I had missed it, I was in the jail on an arrest, but was glad he had the chance. As I pulled away Tim had two other officers at the pumps that were listening politely to him tell his story. Everyone did great that night, letting Tim tell them of the excitement of his assignment. The next afternoon I got to work about a half-hour early, had intended to catch up on some paperwork, but as I came in I was cornered by one of the Sgts and commanded in the squad commander’s office. My partner was already there along with two of the Sgts. “You guys need to lie low today.” One of them started. “Seems the chief’s office got word of your little stunt last night.” We were shocked, of course, and listened as we were told that the whole thing had been recorded and replayed for the chief by the lead dispatcher for that night’s shift. As we left the office we both couldn’t figure out why one of the dispatchers would even be listening on that channel at that time. After 7PM each night the channel was pretty much abandoned unless there was a tactical call-out. Officers on shift used it to coordinate meeting points or to pass along information so that the main freqs could be left open for normal traffic. As Tim came in the mystery was revealed. Seemed that when Tim finished with his assignment he called his family back on the east coast. He also called just about everyone he knew, so the story started to spread among other officers as Tim began his work to tell all his friends and family. It also seemed that a news reporter for a local TV station had been monitoring all of the channels, including the Tac channel, and the words space shuttle, Columbia, and NASA caught his attention. So when they started calling the chief’s office at 8:00 AM the news that one of the officers had cooperated with NASA came as a bit of a surprise. Thankfully, neither Tim or those of us who participated got in any trouble. Though we were told to keep a low profile for a few days. Even a week later I had to be a bit careful around the central/main station. On one day I got in the elevator to go to the detective division when on the next floor I found myself sharing the lift with the chief. He looked at me with a very serious face and said, “I understand you’ve been having some fun out there. Don’t let it interfere with the real reason we keep you employed.” I can’t say for sure, but I think I saw a touch of a smile on his face as he left the elevator.
In John R. Bruning’s book, Race of Aces, he claims that Chuck Yeager was jealous of Dick Bong, and Yeager said that as a test pilot, "Dick just didn't measure up.“ Is there any other record of the relationship between these two legends?
I haven’t read the book. Richard Bong died in an early Lockheed P-80 jet fighter accident. In Yeager’s biography (a different book) Chuck Yeager states something to the effect that Bong died because he had not learned the safety/restart procedures of the P-80 when there was an engine failure. In other words he didn’t have to die. It has been many years since I read the Yeager biography but I believe it said something to that effect. I did not know there was a problem between those two pilots since Bong served in the SW Pacific and Yeager in Europe. Yeager may have been just expressing an educated opinion. From Wikipedia: Death Bong was killed in 1945 while testing a ,P-80A, similar to this one. His death was featured prominently in national newspapers, even though it occurred on the same day as the atomic ,bombing of Hiroshima,. Bong then became a ,test pilot, assigned to ,Lockheed,'s plant in ,Burbank, California,, where he flew ,P-80 Shooting Star, ,jet fighters, at the ,Lockheed Air Terminal,. On August 6, 1945, he took off to perform the acceptance flight of P-80A 44-85048. It was his 12th flight in the P-80; he had a total of four hours and fifteen minutes of flight time in the jet. The plane's primary fuel pump malfunctioned during takeoff. Bong either forgot to switch to the auxiliary fuel pump, or for some reason was unable to do so. [12] Bong cleared away from the aircraft, but was too low for his parachute to deploy. The plane crashed into a narrow field at Oxnard St & Satsuma Ave, North Hollywood. His death was front-page news across the country, sharing space with the first news of the ,bombing of Hiroshima,. [13] The I-16 fuel pump had been added to P-80s after an earlier fatal crash. Captain Ray Crawford, a fellow P-80 test/acceptance flight pilot who flew on August 6, later said Bong had told him that he had forgotten to turn on the I-16 pump on an earlier flight. [14] In his autobiography, ,Chuck Yeager, writes that part of the culture of test flying at the time, due to its fearsome mortality rates, was anger toward pilots who died in test flights, to avoid being overcome by sorrow for lost comrades. Bong's brother Carl (who wrote his biography) questions whether Bong repeated the mistake so soon after mentioning it to another pilot. Carl's book—,Dear Mom, So We Have a War, (1991)—contains numerous reports and findings from the crash investigations. Bong is buried at Poplar Cemetery in ,Poplar, Wisconsin,. [15]
What are some examples of parallel battery connections?
The motorglider I am building uses the Rotax 912iS engine (a 100 horsepower fuel injected engine, using an electrically driven fuel pump to supply gasoline to the fuel injectors of the engine. The company (Pipistrel) who makes the kit (and FACTORY built versions of the same aircraft, the Virus SW) started out making motorgliders which were more glider oriented (the Sinus and the Virus) which typically have a minimalist instrument panel, and an 80 horsepower carbureted Rotax engine. These aircraft did quite well with a single small battery, such as the AEROVOLTZ 16 cell lithium battery. But as time went on, people being people (or, I should say, pilots being pilots) more and more electronic gegaws kept being added to the aircraft they were making for people. Bigger and bigger screens for displaying aircraft instrumentation. instead of something like this: people were getting panels that looked like this: More and more power required… which presents a problem when the engine is shut off and the aircraft is gliding, running off battery power. Then they introduced the Virus SW with the injected engine, and it’s electric fuel pump… and much greater speed, which means that it’s a great cross country aircraft (it will do 150 knots - about 170 mph - on about 4.8 gallons per hour - or about 35 mpg. In other words, the speed of a ,Lamborghini Countach LP500S -, and the fuel economy of a Ford Fiesta … plus, it can fly over the traffic jams in construction zones and rush hour traffic). So now you are travelling cross country, you maybe want two radios so you can listen to weather reports, and talk to Air Traffic Control at the same time. Maybe instead of struggling with 3 or 4 paper charts, each of which is as wide as the inside of your cabin during your cross country trip, you want an electronic navigation chart solution on an iPad plugged into a power outlet on the aircraft. More electronics, more electrical power draw. The solution? Double the battery capacity. But instead of reinventing the wheel, they figured this could easily done by hardwiring two of the same kind of batteries in parallel. Here’s a picture of my installation: The two batteries are sitting in padded carbon fiber boxes on either side of the fuselage (just as a point of interest, that aluminum triangle thing between them is an electric elevator trim actuator, designed to help keep the aircraft in trim up and down under changing conditions… another electric gegaw). The white rectangular things on top of each battery are part of circuitry which monitors the state of charge in each of the 16 cells of each battery, and controls the charging of each cell. The plastic bags contain the shoulder harnesses for the pilot and passenger/co-pilot, keeping them clean and safe in the far back of the aircraft while working on the batteries. Now to the electrical connection. The positive and negative posts of the battery at the top of the picture are each connected by a respective 6AWG copper cable to the positive and negative posts, respectively, of the battery at the bottom right of the picture. The positive and negative posts of the battery at the bottom right of the picture are each also connected via another respective 6 awg cable to the electrical distribution panel in the front of the aircraft, and the electrical supply from the Rotax 912is engine. Thus the battery of the top of the picture is hard wired in parallel to the battery at the bottom right of the picture. There was no GREAT way to do what is normally done on boats, which is to use a battery disconnect switch to connect the electrical panel to the left battery, the right battery, both batteries in parallel, or no battery, because of the limited amount of space to connect things in front of the pilots to stuff behind the pilots. There is just SO MUCH LESS ROOM than there are on boats. The 4 inch wide area between the pilots is already occupied with hardware such as the throttle, the electric elevator trim controls and indications, the flap control lever, seat belt anchors, the hookups for pilots headsets and microphones, cabin light, air brake controls, and ballistic parachute control (in case of “,REALLY BAD JUJU,”, a person - such a non-pilot passenger whose pilot has just passed out - can turn off the engine and pull the ballistic parachute control, firing a rocket out of the top of the aircraft which pulls a parachute out of it’s storage container. The parachute is connected to the aircraft, and will lower the aircraft and occupants - still strapped in their seats inside the carbon fiber and kevlar protective shell that is the aircraft cabin - to the ground). There are also some flight control linkages that go up the back side of the bulkhead between the pilot and copilot/passenger. So no real place to even put the control handle for a battery disconnect switch, even with an extension rod to move the switch part someplace else. So we don’t . The batteries are hard wired to one another, and then connected to the electrical panel (where the “Master Relay” - you pilots know what I mean - is located). Hey, I know I digressed off topic a bit, but I wanted to explain why we have two batteries, and why they are hard wired in parallel with rich, and hopefully interesting, background material. For more about the double NASA award-winning Virus SW aircraft, see: Pipistrel USA, Sinus, Virus, Taurus, Apis LSA Aircraft Motorgliders Gliders, ,an,d ,Pipistrel Aircraft Virus SW If you end up buying one, make sure that they know I sent you. :-)
What are the procedures in preparing for the main engine of the ship?
Assuming that you mean a merchant ship here. Probably it’s all at the press of a button these days, but even if it is, this is what the button press does - from warm, and on a motorship (steamships are old hat, but if you are interested in that as well, then let me know). If it’s from cold, there are a few more steps. The main engine and auxiliaries are to be kept warmed through before starting. One generator is assumed to be running (ie we are not cold starting from the emergency generator) Most if not all motorships these days are running on heavy oil on both main engine and generators continuously, so we will assume that the heavy oil system is circulating on hot oil. Assume the boiler is fired already Make sure the main engine is at least at 40C (that’s the normal starting temperature, by virtue of either generator warming or a steam heater) Start the main engine pumps via the group starter panel at the switchboard (these are normally grouped either side of the main SWB - one running, one in standby). These are the LO pump, fuel supply pump (already running and circulating the fuel oil), Jacket Water pump, Turbocharger LO pump, Camshaft LO pump (on my vintage of B&W). A seawater pump may already be running, but a Main SW pump will be required as soon as the main engine is started. The control gear should stop this from overcooling the jacket water temperature. On the other Group Start Panel, switch each pump to REMOTE so that failure of the running pump will start the standby pump. Put the turning gear in (this will stop the main engine from being started), call the bridge to make sure the screw is clear, and start turning the main engine a few revs. Operate the cylinder lubricators manually as any oil on the cylinder walls will probably have run off during the stopped period. Make sure all LO, JW and SW pressures are OK, and that oil is being returned from the sight glasses of the main engine and turbochargers. Open the scavenge drains if they are not already open, and observe if any water or fuel runs from them. Once the main engine has been turned, remove the turning gear Make sure all valves to and from the main engine (turbocharger LO, Air Coolers etc) are open. Check the temperature and recirculation pressure of the heavy fuel oil. The temperature should be automatically regulated by the Viscometer whilst in port and will continue in that vein once the engine is started. Bleed through the main engine injectors. Make sure the indicator cocks are open Start the standby generator and put it on the board, equalising with the bus Open the main engine and auxiliary air receivers, open the “Automat” air starting main valve Start the governor amplifier if it’s not already running Nip into the steering gear and test the gear in contact with the bridge Synchronise engineroom clock with the bridge (it’s probably a slave anyway, as it was in my day) Check all temperatures and pressures again then inform the bridge “Main engine ready for sea”, followed by testing of the telegraph and a “blow on air” Shut the indicator cocks. Ready to go. Probably most ships will now change over to bridge control to let the deck apes have their moment of glory and try to make us engineers believe that they are all powerful… I enjoyed that, as I haven’t done it since 1986, so any of you chaps out there on the 7 seas, just let me know what I’ve missed out from the memory banks over the last 32 years, eh? If anyone wants to know how to start the ,Titanic/Olympic,, ,Mauretania/Lusitania,, ,Aquitania,, ,Empress of Britain (1931), and ,Normandie, - PM me and I’ll send you a copy. A lot more interesting than a motorship…
Is it true that purchasing the higher octane gasoline on average keeps your engine much cleaner and therefore able to drive longer miles on it?
This works, not for petrol engines (unless specified by the manufacturer for hi performance engines) but certainly for Diesel engines. Here in N. Ireland there are crooks who take low grade low tax Diesel which has been colour dyed to try to ensure that it is for agricultural use only, and they use some sort of mixture to remove that dye So that it looks like high tax road use fuel. This laundered fuel is very poor quality, often containing acid, and will cause serious expensive damage to high pressure fuel pumps and injectors. Even some legal diesel fuels, especially from some supermarkets, while not causing damage like laundered fuel, doesn’t give good MPG. A taxi driver once told me that he alternates filling his tank with premium diesel and top supermarket diesel. At that time his car had done over 300,000 miles without problems and only routine maintenance. Since then I too have alternated tank fill-ups, and have noticed significantly improved MPG figures when using the expensive stuff which keeps my engine clean and problem free. eg using supermarket fuel my Kia Ceed SW returns around 41mpg and around 46mpg on premium.
What contributions/capabilities made Catalina PBY flying boats valuable to the Allies in WW2?
NOTE: ALL MY ANSWERS ARE FREE CONTENT! The PBY Catalina was one of the most awesome, incredible and least appreciated aircraft of WWII. A true “unsung hero.” At Pearl Harbor, Coral Sea, Aleutians, Guadalcanal, Midway, at almost every naval engagement on the war, the PBY was there and contributed greatly to the war…and that’s not even mentioning her service with other Allied forces. It was the 1st US plane to attack the Japanese, it flew in the first offensive raid against the Japanese, before even the Doolittle Raid, the 1st US Navy aircraft to score an air-to-air kill against a Japanese fighter, at Midway one of the few aircraft other than a dive bomber to score a hit on a Japanese ship, and the only American one with a torpedo. It was so successful the Japanese thought it was some “super-plane,” attacking them throughout the war and they targeted them, esp. when they could. “PBY”, Patrol Bomber Y (“Y” was the designation for Consolidated, the builder.) “Catalina” came from the Brits but the US adapted it, and shortened it often to “Cat.” The PBY seaplane was a flying boat, with the hull being like a boat’s, not just a “float plane” (just a plane equipped with floats.) Not the most modern aircraft of the war from 1936, it was actually considered obsolete by 1941. Not a speedy racer as its fuselage was an actual boat…and it had a huge high aspect ratio wing that gave it low induced drag and thus low total drag at low indicated airspeeds This is perfect for maritime patrol aircraft who spend much of the time a low speed/altitude and gives them its of endurance/linger time. The negative for the wing is lots of parasite drag, or a lot of total drag at higher indicated air speeds, but this wasn’t that big a deal as it was mostly low and slow. A typical battle mission weight would be around 32,000 pounds so the Cats max speed (in a dive) would be about 155 knots or 178 mph or 287 kph. In level flight it can max out at 147 knots or 169 mph or 272 kph, and that at 5000 ft. Typical cruise speeds are about 150 mph. No performance at high alt but didn't need to as it was always low and slow, searching for downed airmen, or bombing ships/subs, for instance. It’s engines were very simple and trouble-free, 2 × ,Pratt & Whitney R-1830-92 Twin Wasp, 14-cylinder air-cooled radial piston engines, 1,200 hp (890 kW) each lacking the “fancy stuff,” like dual-speed or dual-stage superchargers, and no inter or after coolers. Just basic “meat and potatoes” engines, the same Pratt & Whitney used in the F4F Wildcat, the B-24 and the DC-3/C-47, some of the most-produced aircraft and: “The production run of 173,618 R-1830 examples makes it the most-produced aviation engine in history.”-Wiki. Not too shabby! (Above: Pratt & Whitney R-1830–92 Twin Wasp in its most basic form: Reliable as an anvil, air-cooled as all combat engines should be, and perfect for long missions over water.) The Cat had a very low stall speed. At the end of a mission and light on fuel, its stall speed was around 65 mph true airspeed at sea level. Now that's without putting the flaps down because…the Cat doesn't have flaps! This ability to fly so slowly was a key to so much of its value and esp. on rescue missions. (Above/below: Cockpit.) (Above/below: Nose close-up.) Some say that the PBY was so slow that navigators needed calendars more than they did chronographs. Typical true airspeed is 115 knots with a fuel burn of 86 gph at 5,000 feet. Maximum endurance is more than 20 hours. Some described her as “breathlessly hot in the tropics and achingly cold in the Arctic,” and at once hated and loved her. In spite of her shortcomings, the rugged PBY rarely failed to bring her crew home despite all that the enemy or the weather could muster to bring her down. o90opl;’/;(The PBY was the first production airplane with wet wings and has remarkable range, 2,338 nm on a no-reserve fuel capacity of 1,750 gallons. In the war, Qantas Empire Airways operated “Double Sunrise Flights,” so-called for the obvious reason. These PBYs carried VIPs and mail nonstop between Perth, Australia, and Galle, Ceylon—3,592 nm that required 33 hours, a record for an airline flight using an airplane. Average flight time was 28 hours.) it was a unique and interesting design: (Above: Please click to get BIG images as we are going to use it next:) Its hull was made up by five watertight compartments separated by four main bulkheads each fitted with a water tight door. You can see in the illustration above these operations/doors pretty clearly. It really looks like a boat, and not a plane. Using the above illustration: the front compartment is for the bombardier who also serves as the bow gunner, only separated from the pilot’s compartment by a small curtain, so not truly a separate section. Then the cockpit then aft of the cockpit there is the first watertight door. The next aft compartment is the navigator/radio operater’s compartment with the navigator and navigational equipment on the port/left side/wall. (Navigators also controlled the heater, but most Cat’s didn't get heaters till very late in the war and the crews just had to dress for temps/conditions they would encounter from the freezing North Atlantic to the balmy South Pacific. The heater burned fuel from the main tanks and the fuel supply for it has t be turned on by a value controlled by the flight engineer’s station.) Then on the starboard/right side is the radio operator and his station. Now next aft of this is the second watertight door is another compartment… …above and a large compartment between the second and third door, and just forward of the big machine gun blisters. This is the APU compartment/bunks/galley. This is where the crew lived, (literally, as 15 hour and longer missions were common, flying out of hidden remote bases, with minimal supplies, and could, like other seaplanes, operate for extended periods without ever touching land by using seaplane tenders… (Above: PBM 5 Martin Mariner being hoisted by a large seaplane tender, 1945.) (Above: ,Barnegat,-class seaplane tender, main tenders for PBYs, converted from old destroyers they were designed to provide supplies, spare parts, fuel, repairs, and berthing for assigned seaplane squadrons, and were well-armed so that they could serve as the primary line of defense of the seaplane bases they set up.) (Above: But back to the compartment, there are three bunks and a on the starboard side a small galley,(just a pair of hot plates with two settings, but giving some real food preparation, a real luxury in a warplane at this time.) Just aft by.few inches is the APU, auxiliary power unit, a small piston engine that powered a very useful electrical generator, esp for mechanics to do do repair work inside and for the crew to use electrically without wearing down the bg batteries, to prep the Cat for a mission. The APU can also power a small bilge pump,( remember its a boat.) Aft fo the galley/bunks/APU is the big viewing blisters where guns were often located. British Cats had dual .303s… and US PBY’s had a single .50 mounted on each side… The final compartment is the tunnel/tail gunner’s compartment with a single .30. (Above: Tail/tunnel gun.) Space for storage was in this area, too, but not too much weight for balance reasons. Now the final compartment, the flight engineer (please go back to the big cutaway image) is perched above everybody else in a suspended seat literally underneath the wing in the center. As aircraft became more complicated back in the ‘20’s sometimes a flight mechanic was added to assist the pilots with the engines and other systems, and soon the flight engineer, FE, was added. An FE was like a ship’s engineer, and was common by the the late ‘30’s on large complex aircraft and stayed till the early 2000’s. The FE did basically everything that was needed except fly the aircraft. The other crew positions were of course critical to the plane, (pilots/navigators) but the FE was the jack-of-all-trades and essential. At least two of the aft gunners were also mechanics, too, or at least well trained. The Cat also amazingly had three separate anti-icing systems for freezing conditions, allowing it to fly where other aircraft could not. It could dispense alcohol onto the props, exhaust heat onto/into the wings and heat the tail from a gasoline burning heater in the rear… Below: the exhaust heat in to the wings system, drawings: Different drawings of the same exhaust heating system for the PBYs wings, above and below: (Above: Details from the anti-icing duct) The non-amphibious PBYs could taxi up out of the water only after a ground crew had wadded in and attached some beaching gear, unpleasant in the arctic. So the much superior amphibious PBYs were created. These wheeled PBYs could taxi on runways or operate off remote sand beaches, giving them even more use. (I had a flight in the St.Paul CAF Squadron’s beautiful PBY, shortly before it was flipped in a wind storm and destroyed the wing in the late ‘80’s and with that big wing it took off in about 2 1/2 feet! Only thing I’ve ever been in that big that took off that quickly was the Ford Tri-Motor at Oshkosh.) They were fantastic search and rescue aircraft, (famously the USS Indianapolis,) particularly in the Pacific theater, air-sea rescue PBYs (called “Dumbos”) retrieved thousands of ditched pilots and shipwrecked seamen, often under fire and usually in seas that would have trashed a lesser boat. One Dumbo landed three times to pick up downed bomber crews and eventually took off with 25 extra men aboard; for that mission, Navy Lt. Nathan Gordon became the only PBY pilot to be awarded a Medal of Honor. Another Cat needed a three-mile takeoff run to lift a total of 63, including its own crew, and the pounding probably popped half the rivets in the hull. But the record goes to the Australian Catalina that carried 87 Dutch sailors — standing room only, thank you — after Japanese bombers mauled their freighter. (Above/below: art by Roumain Hugault.) With 15,000 pounds of passengers alone, to say nothing of the airplane’s fuel and crew weight, that put the RAAF PBY well over gross, but the Cat’s basic weight-and-balance rule was that if the payload hadn’t yet sunk the boat, it would somehow take off. (“…But the bumblebee doesn’t know it can’t fly…” It did so well it was used during the war and after by many nations, and stayed in US Navy reserve service till 1957 and with the Brazilian airforce till 1982. It far outlasted its own replacement, the Consolidated Coronado… (Above: Compare the older PBY to this spanking brand new Coronado…and you would imagine the newer, bigger fancier design would be far superior…it’s bigger, faster, can carry far more weight, four engines for better reliability in ling missions…but the PBY was more successful. Almost ALL Coronados were scraped in 1946. The older Cat had a longer range and could stay aloft far longer, a huge factor on search and rescue. But the main issue was cost. (Amateur historians always focus on guns! speed! manoeuvrability! Etc, where the professionals look at cost, repairs, spare parts, ease of maintenance, etc.) You could buy three Cats for a single Coronado, that can stay out longer and go further. The PBY was a great aircraft with great tactics, and the Cat was at war even before the US arrived: a British Cat flown by a US Naval officer spotted the Bismarck which led to an attack by Swordfish that ultimately led to its sinking. When Pearl was attacked the Cats had been in service since 1937 and the Japanese, esp. from Yamamoto’s knowledge, understood their great threat, and even keyed on them during the attack. Of the 81 PBYs before the attack, only 8 survived… Of those 7 had been airborne and escaped, the 8th was able to take off and escape. This was a high priority target. A few hours before the attack, a PBY spotted a Japanese mini-sub, attacked her and helped the destroyer USS Ward to find and sink it. So a Cat was in the 1st action between the US and Japan. PBYs suffered terribly in the Japanese fighter attacks in the Philippines but on Dec 10th a nose gunner in a PBY shot down a Japanese fighter, the 1st air-to-air kill against a Japanese fighter, at least a certified Navy kill. In the first months the Cat crews learned to stay in the clouds and fly at night, hiding, and set up remote bases in the middle of nowhere using seaplane tenders. On Dec 27th 1941, the first US raid was launched, 3 weeks after Pearl Harbor, and the PBY was the aircraft chosen. They went in alone as the range was too great for any escort. There is little info about this raid and at this early point the US hadn't learned yet how to use the PBY offensively…but they would. The 6 PBYs attacked Japanese ships at Jolo Island SW of the Philippines. Lacking offensive experience they attacked at 10–12,000 feet, standard doctrine at the time, but way too high. They had Norden bombsights, but worthless at that high altitude. 2 PBYs actually “dive bombed” the Japanese and almost got two close hits. 4 were shot down, but they learned much. At Midway the Cats found the Japanese on June 3d the day before, a tremendous advantage that very likely gave the US a big help to win the battle. A PBY attacked a Japanese oiler, the ‘Akabono Maru’ at night and scored a torpedo hit on her, damaging her, the only American torpedo hit in the entire battle. The PBYs crews started darkening their planes with soot, (eventually black paint when it was finally delivered,) and attacking at night, with flame arresters around the exhaust, and called themselves the Black Cats. In the Guadalcanal campaign they went after Japanese supply ships, running down the Slot, (“The Tokyo Express,”) hitting them at night at low level with bombs and machine guns. The Japanese, facing significant losses, switched to hauling supplies in by war ships, mostly destroyers, but they couldn't carry near as much and used up too much of the Japanese’s precious fuel and it wasn't economical. So they switched again to small boats and barges that were vulnerable to the PBY’s and other aircrafts, strafing attacks. PBYs and PT Boats were both operating from remote and secret bases around Guadalcanal, both supplied by seaplane tenders and were very hard to find/stop. One month alone the Navy reported the Black Cats sunk 41,000 tons and damaged another 43,000 tons…aprox. 12 ships sunk, 12 ships heavily damaged. One PBY Black Cat squadron, VP11, was credited in a month with 100,000 tons sunk and damaging a further 100,000. And there were 14 Black Cat squadrons, total. PBYs attacked enemy subs across the globe, sinking at least 38 German U Boats… …directed naval gunfire, rescued downed aviators and sailors, flew tens of thousands of recon missions, staffed, bombed, torpedoed,…versatility is the key to a top aircraft, and the old, low, slow Catalina surprised everyone at her capabilities. (Above: PBY dropping depth charges.) General characteristics Crew:, 10 (pilot, co-pilot, bow turret gunner, flight engineer, radio operator, navigator, radar operator, two waist gunners and ventral gunner) Length:, 63 ft 10.875 in (19.47863 m) Wingspan:, 104 ft (32 m) Height:, 21 ft 1 in (6.43 m) Wing area:, 1,400 sq ft (130 m2) Aspect ratio:, 7.73 Empty weight:, 20,910 lb (9,485 kg) Max takeoff weight:, 35,420 lb (16,066 kg) Zero-lift drag coefficient,:, 0.0309 Drag area:, 43.26 ft2 (4.02 m2) Powerplant:, 2 × ,Pratt & Whitney R-1830-92 Twin Wasp, 14-cylinder air-cooled radial piston engines, 1,200 hp (890 kW) each Propellers:, 3-bladed constant-speed propellers Performance Maximum speed:, 196 mph (315 km/h, 170 kn) Cruise speed:, 125 mph (201 km/h, 109 kn) Range:, 2,520 mi (4,060 km, 2,190 nmi) Service ceiling:, 15,800 ft (4,800 m) Rate of climb:, 1,000 ft/min (5.1 m/s) Lift-to-drag:, 11.9 Wing loading:, 25.3 lb/sq ft (124 kg/m2) Power/mass,:, 0.067 hp/lb (0.110 kW/kg) Armament Guns:, 3 x ,.30 cal (7.62 mm) machine guns, (two in nose turret, one in ventral hatch at tail) 2 x ,.50 cal (12.7 mm) machine guns, (one in each waist blister) Bombs:, 4,000 lb (1,814 kg) of bombs or depth charges; torpedo racks were also available The PBY was a war-winning aircraft and mostly unsung. (Above: Only one prototype PBY-5T(Twin) Catalina was built and flown in 1944. April fool!) (Above: Marine variant of the PBY, concept by THEXHS on Deviant art.) (Above: EXTREMELY LOW Catalina PBY flyby!) (Above: ,The Terror of Tassaforonga Point ,by Jack Fellows. 15th October, 1942. Major "Mad Jack" Cram is seen the moment he released the first of two aerial torpedoes against the six Japanese troop transports that were unloading troops and supplies only eleven miles from Henderson Field on Guadalcanal, Major Cram sank one of the transports as a result and was subsequently awarded the Navy Cross for this action.) (Above: Loading torpedos.) (Ab9ove: “Stranded,” by Axios/Deviant art.) (Above: One last flight for the Queen of Dago Lake. A PBY Catalina abandoned on September 30, 1947 moved by an Alaska National Guard helicopter in 1987.) Many thanks to many, esp. Greg’s Airplanes and Automobiles.
Beranda