Ragsf15e

@jlunseth What was your gami spread with the TCM injectors that couldn’t run LOP? Also are you using fine wires (with new plugs it’s probably not a big difference). What MP/rpm were you using when you tried LOP? I’ve read your earlier posts about using “very” high mp and low rpm (something like 31/2350 and ~10gph). I know these aren’t your exact numbers, but if I recall your earlier posts, they are in the ballpark? I have an SB engine, so a little different, but mine wasn’t particularly happy at similar settings. It was much smoother at a little lower mp which puts it ~20 degrees lean of peak at 10.4gph (65% on my engine). I’ve left rpm at 2350. 11.3gph and ~31” for 70% works as well and keeps it about 20f lop. I guess my point is that at 65 or 70% power, you don’t need to be very far lop to be “safe” and efficient. At all of the above power settings, I am below 1575 TIT and CHTs are low 300s (or even cooler, sometimes I’d actually prefer a bit warmer). *for the record, our engines are different as I have an SB with a TCM intercooler and waste gate control and 10 more hp. I have gamis and fine wires. Both were put on when the engine was oh by previous owner, so I don’t know how it ran on stock injectors.

But if the “instructions for continued airworthiness” dictate the service, is it airworthy without it?

That would be an interesting place… are you sure it’s not coming in from the sidewall to your left? There’s a more common place there. You gotta remove the carpet and maybe the seat and look.

Lets say your airplane lives in a hangar, rarely flys in the rain and you use AS 22 as directed each year so your speedbrakes work perfectly… are you still required to send in the speedbrakes at 1000hours for “clutch lubrication and spring replacement”? Are ICAs required? It would seem they are based on their name…

No, but I will get new bolts for that. I didn’t realize they wear as well. We just looked up there with it on jacks and wiggled it, but it’s ok right now so we didn’t take it apart. It was my first annual with this airplane and we had enough other things to lighten my wallet.

Strangely, the parts are pretty easily available and not that pricey!

Unfortunately it’s the actual holes in the joints.

Can someone please help me ID this part from the nosegear of my 86 252 K model. I think it’s part 27 from the attached IPC picture but the diagram is killing me. It’s two heim joints screwed together. Steering is ok right now but my IA showed me how these were most of the slop, so he wants them available next time it’s on jacks.

Im with @PT20J on this one. My ia told me i was missing them the first time he saw my F… I sold it 8 years later and the same exhaust was otherwise still fine.

There’s been some debate on this as RAM doesn’t have the tsio-360 on the aml for their part. So talk to your mechanic first. They told me it was the same part but was only approved for larger engines.

I was hoping you’d say that. I’m planning on doing the same thing with a local shop. Glad it turned out good for you. One question, why didn’t you just let the local upholstery shop source the materials? I would think they have materials with burn Certs too, and maybe even Know which materials to use to get exactly what you wanted?

I haven’t dug into this with my mechanic yet because my engine only has 200 hours, but what are the maintenance requirements for the adapters on the starter and the alternator? I have the dual alternators, so one is belt driven, but I think the other one has an adapter into the engine. I would think there are maintenance requirements so those don’t come apart and cycle pieces through the engine? And the same with the starter?

Good luck, looks beautiful! Where or how did you have the seats/interior done?

I actually use them to open and close vfr flight plans on occasion. Ff is great for that but I usually remember to open about level off and service is iffy. Close before landing. It is nice if you need to file airborne.

You don’t have a picture of what that looks like, do you? How hard was it to access?

Depending on the cigar lighter wiring, it may not work for an inogen g5. Apparently the ones in the back have a bigger circuit breaker, but my g5 paperwork showed something like ~10amps at 12v continuous operation. I plugged it into my 5amp cigar lighter and the circuit breaker worked as advertised. I’m sure you can wire an 18amp outlet like cars have these days, but it might take some work to get the wiring right.

I don’t mind Owens valley route if the winds aloft are low and it’s morning. I’m with you for avoiding it if it’s windy. Mountain West aviation has always been good to me at CXP. I’m there a lot. They can usually find hangar space if desired and Enterprise will drop off there. They are the FBO on the Northwest corner of the airfield. Lots of tiedowns there too. Be advised that both MEV and CXP are pretty busy in good weather and there are gliders all along the mountains there. It’s not uncommon to see some of those ultralight death traps with kite wings strapped to an old sidecar in the pattern at CXP too. Occasionally they have a handheld radio.

I am actually not sure what my mechanic did to adjust it. My skills are limited to cleaning and removing/stripping inspection panel screws.

Obviously an old thread, but maybe somebody will find this helpful in the future. As Clarence noted above, “hinge” is written on the flat of the check valve. It is supposed to be oriented up. I should not be able to lay under the airplane and take this picture. I was getting a small spatter of oil on the right nose gear at start up, but the exhaust was otherwise dry. After fixing this, everything is much better. “Hinge” is now on top.

My ‘68F had a Waltham in the yoke. They were great! They even overhauled it for me a couple years ago when it finally quit after 50 years.

Sorry for your experience. I’ve started noticing similar types of workmanship, service and courtesy from highly recommended shops as well. General aviation maintenance is a difficult place to have to work through these days. Personal relationships seem better than recommendations and experience.

If that’s the shop you want (and it’s good, but will be $$ as @MikeOH says), then you should already be on their schedule. Good shops are busy because they’re good. I’d seriously call tomorrow to get on their schedule if you’re sure.

Interesting, thanks. I’ve had mine on a batteryminder continuously for ~5 years (two different airplanes) and felt the battery was doing well (based on passing the cap check each year), but maybe I’ll start using it less.

I thought the minders were specifically designed to always be attached to the battery “desulfating”… are you saying it’s better to leave it disconnected sometimes?

Ha! I called and talked to Tina in parts. She told me they hadn’t gotten any yet and still expect them in June! Hopefully you guys actually get them! She said she checked like three different places in their inventory software?? Who knows? I’m gonna try back in a couple days.