philiplane

cracking and corrosion are big problems with spinners. That's why fiber or nylon washers are used. To allow some relative movement and relieve stress. And to insulate the aluminum from the stainless steel, to prevent corrosion. While stainless itself doesn't corrode, it is always electrically active. When placed against bare aluminum, and exposed to water, it will form a corrosion cell. Nylon washers should be used under all stainless fasteners, or the screws should be installed using wet paint or primer. The same goes for carbon fiber spinners. They have to be isolated from bare aluminum and stainless steel.

the type of oil used is irrelevant when it comes to sticking exhaust valves. Lead sludge is the culprit, in combination with a valve to guide clearance that was set at the tight end of the range during overhaul. Cleaning the guides is the remedy. Going forward, you can use Camguard or Avblend to help keep lead sludge from forming on the stems. Camguard with Phillips XC20W50 is preferred for turbocharged engines since it helps the manifold pressure regulation circuit work better throughout the temperature range. Single weight oils promote controller overshoots until fully warmed up.

the check valves in the turbo oil supply system keep excess oil from leaching past the turbo bearing upon shut down. These valves require service from time to time. When they don't seat due to small bits of debris, you get oil in the induction system and in the tailpipe.

There is a 2007 Cirrus SR22TN available for partnership at KPMP. Original owner, well maintained plane, less than 250 hours since Tornado Alley engine overhaul. 210 knots at FL200 gets you places in a hurry.

there is no gasket between the turbo and the transition piece

A Bravo gear up landing occurred at Palatka FL yesterday. No word on the cause.

Check the differences in Goodyear tires here. Oddly though, they don't have the weights in this chart. You can see a 2 lb variation between otherwise similar 600x6 tires.

A four ply tire will be lighter, and that will reduce vibration and shimmy, and it will be more flexible, to isolate the airframe from the pavement. Which is all better for the airplane. Don't go heavier than needed, but still buy the highest quality tire that meets the spec.

The crankshaft, rods, and crankcase must be re-usable. They throw nearly everything else away. Cam & cylinders are ground up and recycled.

https://www.lycoming.com/sites/default/files/file/2021-12/21LYC-LycomingLoyaltyMatrix-TBO_Brochure.pdf https://www.lycoming.com/sites/default/files/attachments/Lycoming%20Engines%20Exchange%20Engine%20Core%20Policy.pdf

Columbia Aircraft Engines in Bloomsburg PA. They can quote you for several options. A Lycoming factory rebuilt is 8-12 months out minimum, some models are 24 months out. Cost is about $41K for overhauled, zero-time rebuilt is $49,800. If your core is not acceptable, add another $30k.

It's a good idea to get insurance quotes first. That may affect the choice of aircraft. When getting back in after a long hiatus, many pilots find it difficult to get insurance in complex aircraft. A 74 year old hangar neighbor of mine just renewed his T210 insurance. It went up, a lot, and only one company would quote him. His existing company. Age is a big factor here. Insurance companies prefer that older pilots move to simpler airplanes. And even then, the cost can be eye watering. Another 76 year old neighbor pays $14,000 to insure a 2019 Cirrus worth $850k. That's about double what a 50-60 year old pays.

the big question is about the core. Will they give you credit for your 360 core? If not, there is a $31K core charge on top of the $59950.

And this engine is now $59,950.

I've watched the A340 wing in flight, but a 787 is even more flexible. The tips rise several feet on takeoff.

The polysulfide sealants used in all wet wing applications have a finite life. They last longer in tanks that contain jet fuel. Most tanks that contain jet fuel also have stronger structure that does not flex like a Mooney wing does. Aviation gasoline is as much of a solvent as it is a fuel though, and it's not expected for wet wings to last more than 20 years. Braly is not wrong here.

Even if your engine cools OK with these large gaps, you have cooling drag, which costs speed. In the worst case, you can lose 5-7 knots due to the inefficient airflow through the cowling.

Compliance with all manufacturer's instructions, including SB's, is required by many authorities outside the US. From SB643B: In addition to the requirements listed above, magnetos must be overhauled or replaced at the expiration of five years since the date of original manufacture or last overhaul, or four years since the date the magneto was placed in service, whichever occurs first, without regard to accumulated operating hours.

There are no really good maintenance shops at Fort Pierce. It's a bit of a ghetto, where the cheap guys go for quick sign offs. Johnny Stinson at F45 is reliable. https://amspalmbeach.com He's not a Mooney specialist but they do good work overall.

I've landed several different planes at Alton Bay. A Piper Apache, a Cessna Skyhawk, a Cirrus SR22, a Super Cub, and more. It's really not that hard to slow and stop. It's much harder to taxi around, especially with a castering nose wheel like a Cirrus or Grumman single has. You plan your turns based on rough patches in the ice where you can get some traction. Twins are easy since you have differential thrust. It's best to land when the runway has been freshly plowed, so it's rough. Landing later on a sunny day will get you some really slick conditions.

As a Service Center director, I was directly involved in repairing some brand new Mooneys in that time frame. The factory tried some new methods during assembly, and we had several 2005-2008 Mooneys with seeping tanks. Including brand new S Type Acclaims. Which did not go over well with the owners. Those planes went back to the factory for repairs and repainting.

If you retard the ignition timing by about five degrees on the higher compression engines, 94 octane works just fine. That is the official back up plan at Continental engines too. There is minimal power loss, so it's not a terrible trade-off.

https://www.flyingmag.com/blogs-flying-time-transition-unleaded-fuel/ The parallel valve O/IO-360's that can use 91/96 octane have been able to use Hjelmco's unleaded avgas, for more than thirty years now.

the wicking action of Corrosion X is what makes it better in preventing corrosion between skin lap joints. ACF50 is more waxy, and that's why it doesn't seep out through seams. I prefer the better wicking action of Corrosion X, because lap joint corrosion is hard to fix at any price. That said, don't use any anti-corrosion compound if you are planning paint work within the next three years.

It's not a low point. It's past the fuel tank, outboard. I'm pretty sure that Cirrus knows how to make their surfaces contamination-free before painting. This wrinkling exists on most of the hundreds of Cirrus I've seen.