by Robert Dorning, Workshop Co-ordinator

Our CASA Certified Workshop continues to operate under the stewardship of our Chief Engineer, Doug Williams, with the assistance of Graeme Greed when he's not doing glider maintenance.

All four tugs operated by the Club are in good condition and are ready for the soaring season. Two tugs, the Pawnee MCF and the Scout UTK (with a fresh 100 hourly) went away to the Khancoban camp at the beginning of November.

Earlier this year, our Pawnee BXP developed engine problems with heavy oil consumption, fouling plugs and oil from the exhaust contaminating the airframe. This was due to the cylinder bores being polished from long use (1400 hours) and oil bypassing the pistons. It was decided to recondition the cylinders, pistons and valves so BXP would give reliable service beyond its authorised engine life of 2000 hours. This proved to be a drawn-out affair for a range of complicated reasons. BXP has been out of service for all of the winter, but is now flying again with a fresh 100 hourly. The engine's bottom half was inspected and found to be in good condition. It is expected the Club will get good service from the reconditioned engine.

When BXP’s cylinders went to the reconditioner, 3 were found to be cracked, so 3 new cylinders were purchased. Since the beginning of 2005 eight cracked cylinders have been replaced on MCF and BXP.  The GCV has replaced two cracked cylinders on the Scout UTK, and the Piper Cub that was cross hired for Lilydale was also found to have had 2 cracked cylinders. However, the engine history of the latter 2 tugs is only partially of our making so it's not possible to attribute responsibility for their cracked cylinders. Nevertheless, this overall question of cylinder cracking is part of a discussion being led by the Club's Tug Master, Robert Pugh, about the best descent profile after glider release.