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About vorlon1

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    : Wilmington, NC
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  1. Gotta go WASS. Ditto NotarPilot's comments. BTW, where in AR?
  2. Wow! BTW, were these replaced for an expired lifespan? If so, what is the lifespan of the cartridges?
  3. True. I called them about it last week.
  4. Some relevant info copied from the document: This AD applies to the reciprocating engine models identified in paragraphs (c)(1) and (2) of this AD with a Superior Air Parts, Inc. (SAP) crankshaft assembly, part number (P/N) SL36500-A20 or P/N SL36500-A31, with serial numbers 82976-01; 82976-02; SP12-0003 through SP12-0089, inclusive; SP13-0034 through SP13-0150, inclusive; or SP14-0151 through SP14-0202, inclusive; installed. (1) With SAP crankshaft assembly, P/N SL36500-A20, installed: (i) SAP Model IO-360-series and O-360-series reciprocating engines. (ii) Lycoming Engines (Lycoming) Model IO-360-B2F, IO-360-L2A, O-360, O-360-A2A, O-360-A2D, O-360-A2E, O-360-A2F, O-360-A2G, O-360-B2A, O-360-C2A, O-360-C2C, O-360-C2D, O-360-C2E, O-360-D2A, and O-360-D2B reciprocating engines. (2) With SAP crankshaft assembly, P/N SL36500-A31, installed: (i) SAP Model IO-360-series and O-360-series reciprocating engines. (ii) Lycoming Model AEIO-360-H1A, IO-360-B1A, IO-360-B1B, IO-360-B1D, IO-360-B1E, IO-360-B1F, IO-360-M1A, O-360, O-360-A1A, O-360-A1C, O-360-A1D, O-360-A2A, O-360-C1A, O-360-C1G, O-360-C1C, O-360-C1E, and O-360-C1F reciprocating engines. Note 1 to paragraph (c) of this AD: This SAP crankshaft assembly may be installed as a replacement part under parts manufacturer approval on the affected Lycoming engines.
  5. I had the same thing happen to me last year. Turns out the leather (?) sleve/sock (just below the floor at the junction of the j bar and the actuating rods) was binding when the j bar was up (gear down position) VERY hard to disengage to get the gear up. Worth a look. HTH.
  6. Go to bed early Sunday night to get plenty of sleep. I'm sure you'll do well!
  7. Looking forward to seeing it in my C model. Uhhh, I mean your C model.
  8. Great vid. My old stompin' grounds...
  9. OK, now I don't feel so bad that I have a 100 hour inspection on my prop: "The NTSB had determined that the engine came apart when a fan blade separated from the engine, blowing the engine cowling apart. In its report, the Board describes the engine failure. “The airplane was equipped with two CFM International CFM56-7B24 turbofan engines. The CFM56-7B engine has 24 fan blades installed in the fan disk. The left engine failure occurred when one of the fan blades fractured at its root (referred to as a fan-blade-out [FBO] event). The fan blade fractured due to a low-cycle fatigue crack that initiated in the dovetail (part of the blade root), which remained within a slot of the fan disk.” Along with Southwest, engine maker CFM and Boeing, the FAA has already mandated a new type of inspection, an eddy current inspection (ECI) on top of the already required fluorescent penetrant inspection (FPI)." The story: https://www.planeandpilotmag.com/article/engine-explosion-cause-found-ntsb-final-report-on-southwest-airlines-flight-1380/#.XfQBVRt7mUk
  10. Agreed. My 'intersection' take off is 6,000 feet long...