orionflt

+1

I have landed my C in cross winds with gusts up to 50 MPH (a little outside the recommended limits) with very little difficulty. I found that crabbing worked better then wing down top rudder for the approach, I use approach flaps and as I transitioned into ground effect I transitioned to wing down top rudder holding the aileron correction in thru roll out and steer with the rudder until the nose wheel touches down. As it touches down I neutralize the rudder then apply forward yoke to apply more pressure to the nose wheel for better steering control during roll out

I use it all the time, but I won't continue to use it once they start charging.

I powder coated my yokes and the came out great.

+1

This plane appearently had a gear up in 2005, not not sure about the history before 1978, that is when it took the current N number. Not sure what the original N number was, didn't look very hard.

Correction, it wasn't shipped over seas but the design was used in the development of the TBM

Yes, The 301 was shipped over seas was used to develop the TBM

I may be interested.

I feel your pain. I'm In a neck brace for another couple of weeks due to a fractured C7 vertebrae nafta 6 fractured ribs that obtained when I hit a patch of oil while riding a motorcycle.

You are correct, i didn't realize the 530 was waas.

You should be able to use the data card from the 430 in the 530. Brian

I installed the MVP-50 In my C and I love it, I did have an issue with a regulator failure that caused an over voltage that back fed power thru ground, it did some damage to the CPU and power supply. I sent it back to EI and they covered the repair under warranty. If you like the idea of the MVP-50 then I suggest you look into the CGR-30 that they just released, it fits into the standard 3 1/8 inch hole. It handles all the primary feature like the MVP including fuel quantity.

Norbert, Look at your engine mounts, if you see that they are dried out and cracking then replace them, other then that you will notice the bottom mounts being compressed. If your prop is saging, measure from the ground to the tip of your prop with the prop in the vertical position. You should measure around 9 inches clearance and equadistanced from the cowling. Easiest way to tell is to look from the front, does it look centered in the cowl opening or is it lower in the opening. Note: worn landing gear shock mounts will also lower your clearance to the ground, the 9 inch clearance pertains more to worn landing gear mounts then engine mounts. Most vibration caused by engine mounts is due to a broken mount vs a worn mount, if you have your prop balanced the shop should be able to tell you how much vibration is being created from the mounts and if the need to be changed. If you do change the engine mounts, rebalance the prop. Brian

Mattituck was bought out by continental yrs ago, recently they closed down the plant in NY, but they still rebuild engines in Alabama. after looking around at different shops I had decided columbia or penn yann were the best choices. ultimately i went with a local builder with a great reputation but took alot longer then the normal engine shops. cost was about the same but I was able to be more involved with the repair.

careful you don't get the lawyers started, they will be having you tear down your engine for a prop strike if you fly thru a heavy rain that lowers your RPM

we spray approximately 8 gallons of water in about 7 minutes on the cylinders of the plane we race at reno, when the water cooling stops the chts among other temps climb very quickly. rain, even very heavy rain will get no where near that rate of flow and most of the droplets will be evaporated before that can cause much if any noticeable thermal cooling. I know the conditions we put the race engine thru are extreme but it not totally different from the way we operate our engine, in fact most of the engines are stock just run at extremely high manifold pressures(50-70"). also after the race all the planes do cooling laps to prevent shock cooling on the engine. I think that most normal flying techniques naturally negate shock cooling, and there are so many different factors that play a part in whether or not shock cooling will damage your engine. one thing i do know that it is possible and if i can avoid it by planning my descent i do, I see no reason to tease the tiger because i know when he bits it is going to hurt!

to go one step further with the prop strike inspection talk, lycomings service bulletin SB 533 states: "Circumstances of a propeller strike cannot always be used as predictors for the extent of engine damage or its future reliability. There can be varying degrees of damage to an engine and propeller from a propeller strike. The initial damage can be hidden but becomes progressive and worsens with time and wear. Given these possibilities and the fact that there is no identified clear, quantifiable threshold limit or gradient standard to reliably measure the extent of damage to an engine, Lycoming Engines can only recommend BEFORE FURTHER FLIGHT, that you complete the tasks in the sequential order shown in the Engine Inspection Checklist After Propeller Strike included in this Service Bulletin as the corrective action for a propeller strike. NOTE The agency that returns the aircraft to service is responsible for the decision to operate an engine that had a propeller strike. Lycoming Engines does not take the responsibility for the decision to return the engine to service after a propeller strike." then they tell you to tear down the engine to inspect it, obviously lawyer talk but that is why the insurance companies are paying for a complete tear down inspection vs the crankshaft inspection with gear replacement. Brian

Ned, I would rather have you experience flying cessna speeds over mine...I was flying home from Maine, usually 2.3-2.5 hrs, but a front was coming up from the south. I planned my flight to arrive home about 30 minutes before the rain was suppose to arrive but i forgot about the winds in front of the rain and i didn't leave early enough to beat it. I made it to new york about 10 to 15 minutes slower then my norm but was feeling good because i was only an hour out.....then i hit the winds from the front, two hours later i finally landed at home. i watched my ground speed go from 135 knts down to 70 knts talk about a painful flight.

It isn't close to TBO - 375hrs SMOH but it was a field overhaul done in 1993 I believe. I'm not sure if it is flyable - I need to get someone to look at it ASAP. I'm more worried about the gear doors than I am the cowling damage. you will need a prop strike inspection before the faa will give you a ferry permit.

I just went thru the same type of thing with QBE, but mine was a hanger door beating up the front of my plane during a hurricane. (Still considered a prop strike). They were great, I delt with Bob Porter and had no problems at all even after finding more damage during the repair. They made an initial payment so I could get the work started and then cleared the balance with in hours of receiving the final bill. The only thing I had to pay for out of pocket was the cam that was found wearing when the engine was torn down.

Ross, the nominal temp for the Lycoming engine is 180 Deg, the green arc is 100-225 so that puts you up near the top of the range. I'll admit 160-170 is colder then i like to run, but in winter with OATs below freezing that is actually great.

The rapid heating and cooling of metal always produces fatigue in the metal, after awhile you are goung to see some kind of failure. The combination of reducing the number of cycles, lessening the delta T of the temp change and increasing the time it takes for the change to occur reduces the amount of fatigue placed on the metal. So simply stated if you love to shove the throttle in on take off, jockey it around during flight, then pull it all the way back from WOT then you hit the pattern your engine probably won't last as long as the person who smoothly applies power for take off, sets cruise power, and steps down during his descent.

My mooney has been very dependable, the only major issue i have had with it has been the generator when i first bought the aircraft (replaced with an alternator) and the attitude gyro failed a few yrs ago. I did have to replace the cam shaft but that was found while the engine was torn down after the hanger door was banged into the prop during a hurricaine, no damage to the prop found during overhaul and pretty much just cosmetic damage everywhere else.

to follow up with that artical I looked up Lycomings engine operating manuals statement on shock cooling: Note that they say" consistantly make fast let downs" not the occasional..... Sudden Cooling Sudden cooling is detrimental to the good health of the piston aircraft engine. Textron Lycoming Service Instruction 1094D recommends a maximum temperature change of 50oF per minute to avoid shock cooling of the cylinders. Operations that tend to induce rapid engine cool down are often associated with a fast let down and return to the field after dropping parachutists or a glider tow. There are occasions when Air Traffic Control also calls for fast descents that may lead to sudden cooling. The engine problems that may be expected when pilots consistently make fast letdowns with little or no power include: 1. Excessively worn ring grooves accompanied by broken rings. 2. Cracked cylinder heads. 3. Warped exhaust valves. 4. Bent pushrods. 5. Spark plug fouling. Generally speaking, pilots hold the key to dodging these problems. They must avoid fast letdowns with very low power (high cruise RPM and low manifold pressure), along with rich mixtures that contribute to sudden cooling. It is recommended that pilots maintain at least 15" MP or higher and set the RPM at the lowest cruise position. This should prevent ring flutter and the problems associated with it. Letdown speed should not exceed high cruise speed or approximately 1000 feet per minute of descent. Keeping descent and airspeed within these limits will help to prevent the sudden cooling that may result in cracked cylinder heads, warped exhaust valves, and bent pushrods. The mixture setting also has an effect on engine cooling. To reduce spark plug fouling and keep the cylinder cooling within the recommended 50o per minute limit, the mixture should be left at the lean setting used for cruise and then richened gradually during descent from altitude. The lean mixture, maintaining some power, and using a sensible airspeed should achieve the most efficient engine temperatures possible. The operating techniques recommended in this article are worth consideration as they will be a positive step toward saving dollars that might be spent on maintenance. Whatever the circumstances, pilots must plan their flight operations so that the potential damage caused by sudden engine cooling can be avoided.