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About Oldguy

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    Won't Leave!
  • Birthday May 14

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    : Pell City, Alabama (KPLR)
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  1. Sort of my thoughts as well. If I pull a jug, I want to go back with a new one. What I didn't mention earlier was the cylinder DMAX O/H'ed before I bought the plane had been O/H'ed a year earlier. Even with no evidence, I tend to lean towards it being the culprit. It is my #2 and also happens to be the hottest cylinder on every flight.
  2. My Lycoming has a screw on oil filler cap, so it is always tight otherwise it lets loose and would coat the inside of my cowling. I put in 7 at an oil change and maintain it between 6 and 6.5 qts. When planning a 3+ hour trip, I will top it up to 7, but expect to be down around 6 when I land. Yeah, 6 +/- a bit is my target to maintain it for local flights of less than two hours. I change either based on time (3-4 months) or usage (35-45 hours) with an oil analysis at each oil change. This time, it was a 15 hour oil change at annual. Thanks, everyone. Some good information here.
  3. Thanks for the thoughts. Some good tips on starting to narrow down the problem. I appreciate it.
  4. Spoke with my mechanic yesterday about the IO-360-A3B6D in my J. It has 1450 SMOH, good compressions (74+ on all cyls) but is still blowing oil out of the breather. While I don't mind feeding it oil every 5-6 hours, I am wondering if this is going to become something more serious at some point, and I would like to handle it on the ground and not in the air. The engine had a main bearing problem about 300 hours into its life and essentially had a bottom end overhaul. Just before I bought it in 2013, #2 cylinder was rebuilt (~1000 SMOH) by DMAX. I think I could top it and get enough hours out of it (1000+) taking into account the bottom end repair it had done to justify (rationalize) doing the work, but I hate to go into an engine that is running well just because it is blowing out some oil. If it goes to TBO or beyond with no major problems, I would swap it out for the A3B6 engine at that time. So my question to the collective hive mind at MS is do I top the engine, continue to feed it oil, try to identify which cylinder(s) is/are pressurizing the crankcase and replace them, or what? And how could I identify the guilty cylinders? I know I can talk with my mechanic about this, but he in finishing my annual, and has a Bo and a Saratoga in process as well so I want to be respectful of his time. Any recommendations or thoughts on alternatives is welcome. TIA.
  5. I may just turn all my lights on and leave them on. That way I never have to touch the switches again!
  6. Got the switch in , and it is a Sensata switch model 20BC2-BA-10 (about $285-295 from them) with the ~$115 Mooney switch cover. But at least it didn't have the ~$240 Mooney switch cover!
  7. Wish I was. I was actually wondering if the new Ultra switches were any cheaper. Logic says they couldn't be more expensive, but when has logic applied to airplanes?
  8. Thanks, guys, but desperation set in Friday about 5:00 PM and I got Dan at Lasar to sell me a new switch. I was fortunate to get one they had before the price went up so it was ONLY $400 rather than the current price of $525. Feeling lucky I got it at the cheap price!
  9. Seems as if the Vision Jet has an issue similar to the Boeing MCAS problem where the stall warning protection system (SWPS) or the ESP is engaging when not appropriate. Reports say there have been three incidents since November 2018. Article states an "uncommanded pitch down may be difficult to recover from...". The FAA issued the emergency AD yesterday (2019-08-51) and it supersedes a previously issued SB. https://www.flyingmag.com/faa-grounds-cirrus-vision-jets
  10. My Nav Lite switch has died, so I need to replace it. I wanted to check with @Alan Fox, @acpartswhse, and everyone else on the board to see if one was available before going to an MSC. TIA.
  11. You guys are killing me! Okay, I am going out to the airport TOMORROW and taking out the q-tips to clean so I can pass inspection. I just have to keep the kids out of it since they want to point at everything - from 0" away. And Marauder is right - a new panel is forthcoming, but probably not for another year. You cannot believe how many ATI holes a panel can have cut into it and then have round instruments put into them. And holes cut for switches that are moved to the other side of the cockpit! But I hear your concerns, and will endeavor to clean up my act. And my panel.
  12. Right before I weighed it to insure an increase in UL. Truthfully, those pictures were taken right after the Aspen was installed, and we had not yet cleaned everything up from the final work. I had to run down to Lakeland to check on the house, so there was still a significant amount of cleaning to do. I had Nigel Williams from CC Bright Cleaning come through and do a 12 man-hour cleaning job on the plane about a month later. Looks more like this now:
  13. I have about 300 hours on my Tempest massives and typically fly 20-30 LOP in my J with no problem. They are rotated every annual or 100 hours - whichever comes first. I previously had a mixture of massives on top and fine wires on bottom when I bought the plane, but it made rotating them problematic based on the theory the fine wires were to be used on the bottom to overcome oil in the cylinders. No problems with starting as my engine typically starts on 1-2 blades if I prime correctly. LOP speeds are in the ~150+ kph range.
  14. Had to use the "Confused" emoji since I could not find the one for "Holy $h!t".
  15. I would hope Continental would be more aggressive on their pricing seeing as how they appear to be directly attacking Lycoming's market. I would like to see what they say is the reason to switch to Continental, but to just offer another choice with no apparent differentiation would not seem to me to be a great go-to-market strategy. But what do I know, I'm a computer geek.