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philiplane

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Everything posted by philiplane

  1. Neither the prop hub, nor the engine lifting lugs, are designed for lifting the entire airplane weight. Only for their own individual weights. Wing jacks on the jack points, or airbags under the wing spars, are suitable. Wood blocks and a jack under the firewall area are acceptable to lift the forward part of the airplane's weight. The engine mount itself isn't made for lifting either, though it will take more abuse than the engine lifting lugs or the prop hub or crankshaft.
  2. Yes. You would only need to buy the R-1224 regulator to replace your generator regulator.
  3. In theory, flushing with avgas will remove more oil. But it will remove less particles, because avgas is much lighter than oil and does not have good hydraulic properties. Meaning, you will remove the most particulate matter by draining the oil when it's hot. If you flush with avgas after that, you will remove any remaining oil in the pan. Which is very little. But if there are particles in the pan, the avgas will not remove them. It's too light.
  4. I'm on my second overhaul of a 1966 Turbo Encabulator and I'm still amazed at the intricacy of the divergent girdle spring installation, alongside the spurving bearing case and the lunar waneshaft. Magnificent engineering and execution!
  5. I have one Plane Power AL12-70 alternator kit, new in the box, that needs to go. It is leftover from last year's projects, before the giant price increases came. This replaces your Chrysler or Prestolite alternator on pretty much any Lycoming four or six cylinder engine. The current retail price is $1300, plus $200 core at Spruce. Buy or trade for this one, and save a bunch over that price. Will sell for $990, shipped in the US, by Fedex. I also have one new 10-1050-1 alternator, which is the same as in the AL12-70 kit, but just the alternator, no brackets. Will trade for a O-540 narrow deck cylinder, or new Lightspeed Delta headset of equal value. PM for details.
  6. the best place to overhaul it is http://www.haroldhaskinsinc.com/ the second best place is on the label. AHE. But the main problem is often that they don't get used often enough. Which means the fuel lines from the shut off valve to the heater, and the wick inside the heater, are dry. So the heater may not be primed with fuel. It re-primes by turning it on FAN for a few minutes, and then to HEAT. Then it should be primed, and light off as it should.
  7. It's a great idea to have the prop dynamically balanced. It can smooth the engine/prop combination, but more importantly, it can reveal other problems that need correction. Such as engine isolators, or weak cylinders, ignition system problems... It all depends on the knowledge of the tech doing the balancing. In about 1/3rd of the balances I do, I have to recommend other corrective actions.
  8. The inflatable seals work OK on some airplanes. But, I've removed two of them from Mooneys, because they made the doors too hard to close. Customers complained about getting the door closed, and damage to the hinges, latches, and door handle. The seal is a universal size, rather than customized for the application. It's too big for the space in the forward portion of the door opening. And the rivets in the door are located right where the seal needs to be, so the rivet heads push the seal away and add an effective 1/8" to the thickness of the seal. A high quality hollow bulb-type seal works better. And of course a well-rigged door is needed in the first place.
  9. Herber Aircraft usually has the best price, sometimes by a huge margin. Nice people too.
  10. Certified Engine Unlimited at KHWO has a large inventory of engine cores. Allen may be able to provide you with an overhauled engine, in exchange for your core, in whatever budget you might have. I use him for several engines yearly, and his prices are comparable to anyone. Plus his service is second to none. I wouldn't worry as much about years or hours. I maintain several engines near the 50 year mark since overhauls, and they are going strong because they've had exceptional care. No oil analysis problems, no internal corrosion as evidenced by borescope of cylinders and cams. Or course most engines haven't had the level of care that these have, but you can perform enough inspection of the internals to come up with a better idea of how soon your engine will need overhaul.
  11. Unfortunately, not with your GNS430W alone. The lack of airways has always been a major shortcoming. You can add a Flightstream 210, which can transfer Foreflight flight plans to the 430W. Probably a $2-3K install depending on what they have to do. The GNS480 was the first WAAS GPS back in 2004, and it had airways available because it was intended for commercial operators. The newer GTN650 has airways available since it was introduced in 2012. Avidyne also has airways available in the IFD440/540 series. You can slide one of them in, but they're about $14k now. You also might want to think about swapping out the 430W while it still has some value. Garmin just stopped supporting GNS430W screen failures, and it's only a matter of time before they won't repair them at all.
  12. On Cirrus aircraft, which have a 100 amp primary and a 70 amp secondary alternator, the primary alternator is inspected at 500 hour intervals. Most have engine-driven air conditioning, and in warm climates you'll find the brushes 75 percent worn at 500 hours. If you skip the inspection the brushes will fail at 600 hours and generally ruin the $1800 alternator. I have two clients with the all-electric Kelly AC added to their older Cirrus, and that uses a Plane Power 150 amp alternator. Those brushes barely make 400 hours and they're wiped out. Diamond DA40's have a single 70 amp alternator, which takes the same brush assembly as the 100 amp Cirrus version. DA40's will go 800 to 1000 hours before their brushes wear out. Both of these are all-electric aircraft. Put the same alternator on an older plane with lower draw, and you'll still only get 1500 to 1800 hours before the brushes are worn enough to cause problems. The key is the total average draw. If you're consistently using more than half the alternator's rated output, the brushes won't last as long. Brushes, and the time to inspect or change them, are cheap. I keep several sets in stock and I change at least 30 sets annually.
  13. How much are the fragile discs in your spine worth, and possible loss of mobility from abusing them? That is the real question.
  14. I have 24 of the Tempest fine wire plugs in my Aztec. Would not go back to massive plugs for any reason, even if they were free.
  15. besides the increased life (which is 2000-3000 hours, versus 600-800 hours for massive electrode plugs), you get more power and better fuel economy with fine wire plugs. This is proven and documented by a RAM Aircraft study. Even at the higher prices, fine wire plugs pay back within 1500 hours on owner flown planes. But in training environments, they pay back even faster, by virtually eliminating the downtime and cost of cleaning student-fouled massive spark plugs. I can attest to that, since I swapped over a local training fleet more than eight years ago. They used to lose several thousand dollars each year in canceled flights and spark plug cleaning. Since switching to Tempest fine wires, they have lost nothing.
  16. I will be the last guy to sign up for these batteries. It's a solution in search of a problem.
  17. https://www.ebay.com/itm/326007439375?itmmeta=01HQ3MCV9DCE0EPW3X53JXN5GS&hash=item4be78ec00f:g:OoIAAOSwho5lyrTS&itmprp=enc%3AAQAIAAAA4M3gYP26cw5XRBFbDHlvuQ0hIynEVj0wP5vcLOry4aGe%2BAy2vcPb7pXNSek1A4ATuSNweIDmzXnZTRpeQQpizAuF9uhpkkWawqPqRdm5FYt9LPloo7QlxSgjrZufotZe67F6Caher3iYDNd%2BNGBlgq92WE8QHoruK7Pemq1O9xJu9pNTD5uI1g9x%2FCXCVJBF8dQjfpkh%2B5JrJC77NwetKrMC7M68TdgNfRuyDprBLLrEqPYXowEP97ll1Rlf%2B15%2Fe51rTayagdnHYly8cnLuLBiNH%2FOSscDBSr%2FJeImUg%2FKi|tkp%3ABk9SR-a0s_S4Yw
  18. an alternator brush is only about an eighth of the size of a 50 am generator brush. a typical 70 amp alternator brush will wear to half length in 800-1000 hours. Once it wears below half length, it begins to bounce at higher RPM. That bouncing disrupts the rectifier circuit and soon fries the rectifier. Brushes are less than $60 in most cases. You choice. $60 brushes at 1000 hours, or a $1200 alternator soon after that point.
  19. Yes. If you owned a plane for more than six months outside of Florida, then there is no sales or use tax due when you bring it into the state. No annual tax, no state registration fees either. No tax on parts or service to your plane. Been here 14 years after coming from the taxed-to-death Northeast and it's been great. Paid nothing to bring my plane in back in 2009. Sold it in 2017, bought another from Pennsylvania and brought it here. Paid the six percent within 30 days, and got a phone call from the department of revenue THANKING me for sending it in. Every state should be so easy.
  20. 2013, not 2011. At that point, DH had about a decade of development into the project. Then, in 2014, they did a major redesign of the engine to ensure that it would be leak-free. It had developed some very minor coolant seepage, which they wanted to stamp out completely. Because they intended to sell this into the long-duration flight drone engine market. I'll give Doug Doers credit for wanting a perfect engine, even though he knew it would delay certification and sales for many years. Which contrasts with the Thielert and Austro diesels, which are adapted Mercedes car diesels that continue to have troubles. The large single inlet was to ensure the engine would pass the FAA cooling climb tests on the first flight. Once you've proven it won't overheat, and you have some test data, you can re-size and optimize the inlet for production. A dual inlet makes the ductwork easier, you've got an oil cooler, a turbo intercooler, and a radiator to supply with cooling air. Also, the original V4 engine was running at 160 to 180 HP, and the production variants will produce up to 235 HP, which will require some more air to cool. The dual inlet duct can accommodate that. The growth path is to V6 and V8 variants as well. This engine is designed to run with zero coolant, in the case of a coolant/radiator failure. The oil cooler rejects enough heat that the engine can continue operation at reduced power, for many hours, until landing. The Thielert, Austro, and Continental diesels can't do this.
  21. The original Deltahawk installation used a Hartzell composite prop made specifically for the application. A very rugged propeller, and beautifully crafted. And the large cowl air inlet was expected to be reduced significantly, after the initial flight tests were completed.
  22. if you have 1000 or more hours on the alternator, you should replace the brushes.
  23. I installed the very first Deltahawk diesel on N1974B, the test bed Cirrus SR20, at LoPresti's Sebastian facility in 2013. The engine itself is simple, robust, and well though out. Deltahawk has spent a decade refining the design, and I would take it any day over any other diesel on the market.
  24. I highly recommend the Artex ELT-345. Great value. Great company with excellent support. Lower cost, longer life battery than all the others.
  25. The E-04 is a complete piece of junk. It carries over the E-01's faulty G-switch problems, and adds it's own random triggers to make life aggravating. I have at least four clients who have recurring problems with these ELTs. One is on his second factory repair, and tomorrow I have to remove it yet again and send it back to ACK for yet another repair. It keeps going off in flight.
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