philiplane

It is buried below the oil filter and the fuel pump drive. At the lowest point of the back of the engine, and oil sump. You will need a mirror to find it.

Those old ACK ELT's are troublesome. The boards suffer from weak solder joints, and the G switches are temperamental. Definitely don't buy their slide-in 406 mhz ELT-04 replacement. They are just as bad. Bite the bullet and get an Artex ELT345.

If you restrict the air coming into the turbo due to a poor filter, the turbo has to work harder to produce the MP you want. So it spins faster, makes hotter air, and wears out quicker. Comparing a cellulose media filter to the others: a Brackett filter will generally cost you 1" MP when new. A K&N costs about a half inch.

https://aviationconsumer.com/maintenance/engine-air-filters-dry-pleats-or-oiled/ Donaldson also published their study on filter media, it is in their product support library. And they can make any type filtration a customer wants. Cellulose media, foam, inertial, and even oil bath. Unlike K&N, who only makes oiled cotton gauze filters, and Brackett, who only makes oiled foam filters.

Bracket filters are oiled foam. They are restrictive, and don't filter as well as a cellulose media filter. (What some refer to as a "paper filter", but cellulose media replaced paper decades ago.) There are plenty of studies on filter airflow comparisons. Cellulose media is best, oiled gauze is second, and oiled foam is last. As a bonus, cellulose media not only flows best, but filters best too.

They need to drain the system and weigh the aircraft empty. This arrangement is hard enough to fuel, there is no way they can be certain how much fuel is "full fuel". Drain it.

Many airports have wait lists full of people who don't own planes, who have moved away, or are otherwise never going to take a hangar. But they clog things up for the rest of us. A proper hangar wait list should require: proof of aircraft ownership, or a contract to buy one; current residency within a one hour drive, and a $500 refundable deposit.

Camguard is not an issue with starter adapters. It is not a friction modifier, like the anti-scuff additive in Aeroshell W100 Plus or 15w50 is.

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.