Gary0747

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About Gary0747

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    KIKW & KDVT
  • Reg #
    N9562M
  • Model
    M20F

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  1. Spring type washers serve a valuable purpose and in some applications are preferred over locking washers with teeth that grab the nut. Especially in applications where you have large temperature cycles that will change the length of the bolt and reduce the preload torque. The Belleville cup spring washer is used extensively in the Chemical Process Industry on equipment such as heat exchangers and reactors. If specified properly it will maintain preload through a variety of temperature and pressure situations. Our Magneto studs see some of these temperature changes but whether it is enough to cause a problem is debatable. It does seem like we have seen a lot of magnetos coming lose and we tend to blame them all on maintenance error. Perhaps loss of preload could be a contributing factor in some? https://en.wikipedia.org/wiki/Belleville_washer
  2. Those Mooney performance charts all assume you have a working governor. It seems to me that it all depends on where the mechanical stops are set for that prop. In an extreme situation if the pitch of the blades were allowed to go completely flat one would just have a prop spinning generating little or no thrust. The mechanical stops are supposed to prevent this but I have never seen any info on a power vs rpm with the prop testing on the stops. I think Carusoam above eluded to this situation when he had his governor fail in his C model.
  3. How much power will a prop that has failed to flat pitch generate without exceeding 2700 rpm?
  4. I have never really understood why Mooney considered the change from the IO360A1A to the IO-360-A3B6D when they came out with the 201 as an improvement? We all know the saga of incidents with the single drive mag. But also the IO-360-A3B6D has counter weights on the crank. The A1A has no counter weights and have ridden behind both engines I have never been able to tell if the counter weights made the IO-360-A3B6D smoother? I see the old ADs on the counter weights plus the seem like one more piece to be thrown off in case of an over speed incident. I assume the overhaul costs are more but never really checked that out. Am I wrong on this or missing something? Maybe I am biased owing an F.
  5. Why did the engine mfg not specify reusable self locking nuts?
  6. I see no signs of oil loss in the video..sometimes a governor can just fail with out an oil loss. Over speed can toss a rod.
  7. How would a person keep a plane in the air with out over speed damage to the engine if the governor failed to the flattest pitch position?
  8. I see Lycoming specifies a special lock washer for magneto hold down bolts. Is it really a special part or just a pricey relabel of a standard lock washer? STD-475 LYCOMING WASHER, .3125 LOCK INT. TEETH
  9. With the Shurefly as the left mag, why is it not possible to hand prop to start? It has to be a very dead battery not to have the 0.5 amp current necessary to run the Shurefly.
  10. I am currently flying out of KDVT in Phoenix which is very busy with flight school traffic. My last flight departed runway 25 with a turn to the North West under the Class B shelf. Traffic in the area was busy as it normally is but I was somewhat comfortable with knowing that most all the traffic could be visually spotted with the assistance of my ADSB in. I was passing about 1500 feet below and between two slower aircraft headed in my general direction with a good visual on both. When I was about a mile from the aircraft on my left he made an abrupt 270 degree descending turn directly towards me causing a rapid closure rate. Fortunately we missed but it was way to close of a call for my comfort. I am not sure he ever saw me given he was descending and I was below him. I did get his N number from my ADSB in data and looked it up to see it belonged to one of the two big flight schools here at KDVT. I called the school and talked to the head flight instructor. I was curious why this student did not do a clearing turn and why he did not see me on his ADSB in? I was surprised at his response that “not all our aircraft have ADSB in”. I said as inexpensive as these systems are it would make sense for training aircraft doing maneuvers under the class B shelf to have these. It was only a couple of years ago that they had two training aircraft collide just north of KDVT. My phone call may or may not have had any beneficial effect. Any thoughts or advice?
  11. I have read all the engine mount shimming advice here and on Don Maxwell’s site. They all say to center the prop spinner in the cowling, but my question is shouldn’t the engine be canted to the right slightly due to the P-Factor of the rotating prop?
  12. A number of years ago a Mooney 252 driver named Akamil who posted a lot on the Mooney-tech email list had a complete engine failure at high altitude. He attributed the failure to congealed Straight weight oil at low temperatures.
  13. https://blairrubber.com/hot-vulcanizing-conveyor-belt-splicing/ maybe a business opportunity here if this kind of repair could be deemed legal given the price of new?
  14. I seem to recall years ago there was a process called hot vulcanizing of rubber for repairing various things. Do any of you “old timers” recall how this worked and if anything like that exists today?
  15. That is the first I had heard of this. How are they beefing up case castings that the factory had determined were too thin in that location?