RLCarter

@RobertGary1 Recently they had just finished re-striping the north end of the runway extension, I had taken off to the north but an hour later the winds favored a landing to the south. The NOTAM had expired, the giant “X” had been removed and the paint crew had been gone for 2 days and the new 6000ft runway was all mine. This was the first flight of my transition training, while downwind I had a really good view of the 1000 ft extension and all was good, on short final I could still see where the both the old & temporary thresholds had been, what I couldn’t see was the plastic barricades (parking stops) that had been placed across the runway at the bottom of the old threshold (same width of the stripe) and they blended in damn near perfectly until on the ground, so never having to do a touch n go wasn’t going to work. The Pilot & Controller Glossary defines a Touch n Go as “an operation by an aircraft that lands and departs on a runway without stopping or exiting the runway” while I didn’t actually climb out it was more of a little power and hop over and settle back down

On short final I'm planning for a go around, if the go around is not needed and wheels touch I plan for a touch n go. I was on SWA and the PIC did a touch n go for what ever reason, and I've HAD to do a touch n go (deer on the runway) and a go around due to a 182 pulling out on the runway and a missed approach cause there was nothing out windscreen. I would find another CFI if mine wasn't willing to practice any phase of flight or maneuver. You can never be to prepared, stack the deck in your favor

Good to hear

Why not have your A&P adjust your mixture?

I'll do Touch n Goes in the 172, in the Mooney they are Stop n Goes and at night in either plane I'll always taxi back to have all the runway if needed. With my CFI onboard I'm almost certain to get an aborted takeoff or a go around or both

I have the drawing, will post when I get home

So what your saying is there is no limit on the number of times rod bolts can be used?

I never said anything about rod bolts, but since you did they are under the initial stress from the torque so it is greater than zero and goes up during the intake stroke

While Mike's article was interesting I think there is a little drama to his writings, Having a Rod failure after a Cylinder R&R was more likely due to a Rod that would have failed anyway or my guess is someone tapping (or worse) the wrist pin out because they never just push out and there is noway to support the rod, thus causing flat spots on the rod bearing. He also mentions 20,000 lbs of force trying to pull the cylinder off the engine, my guess is its more like 9,500 lbs, then we get into the tensile strength of the studs, a grade 2 bolt (which I hope they are not) has tensile strength of 43,000 psi so a 5/16 bolt has and area of 0.0767 sq in resulting in around 3298 psi which is much higher than his 2500 psi needed, my dirty math is more like each stud needs to hold around 1200 psi. Anytime an engine is opened up there is the risk something will get over looked, an A&P that pays close attention to detail and has the correct tools can replace my cylinders and it would bother me a bit, well maybe the cost would....

His is a 64

This is for the 1965 M20C. As carusoam said a picture would help

Where does your info come from?. When I spoke to Brittain Industries I offered to have a good friend in the Injection Molding Industry make a new mold and stop screwing around with bad repairs on the damaged mold, never heard anything else. This problem has been before 2013, unless the mold was damaged again

Have you had your local Alternator shop look at it? They can test and probably repair it, too bad it's a certified aircraft. I went with the Plane Power conversion, can't remember the price but I got it from Chief Aircraft (had the best price at the time), only thing not in the box was the circuit breaker and toggle switch

I've only seen him use water a few times, has 4~5 spray bottles with various cleaners, little brushes for the tight spots and several dozen micro-fiber towels

At least 4, there's a guy on the field that charges $20 or $25 to clean the outside of the plane and $75 to wax it. He uses all aviation cleaning products and does a really good job.

he did put the cabin between the trees and let the wings absorb the energy, and walk away

I think a new owner has every intention of waxing his aircraft frequently until after the the first time. Took me several hours, multiple days to wax it the 1st time

soft bristle tooth brush, the dried wax came right out

on our drag bike we would "gas port" the pistons, but our compression ratio was pushing 17:1

I used a tooth brush....pain in the butt but it goes fairly quick

What a goofball, if the feds read that he might be going in for a Psychological evaluation

When I was in the motorcycle biz I would do what ever was necessary to resolve an issue on a part I sold, customer supplied parts was a different story, I didn't call in any favors from the supplier for a goodwill warranty

A retired proctologist decided he wanted to be a mechanic, after a few years of classes it was time for the final exam. The exam was straight forward, disassemble an engine, reassemble and it had run. After the instructor handed him his grade, he questioned how he scored so high, the instructor said 25 points for disassembly, 25 for assembly, 50 cause it started and ran, I gave you an additional 50 points for doing it all through the exhaust pipe

I installed 1/2" closed cell foam on the sides and ceiling, foam backed carpet and even put carpet in front of the rudder pedals, it's still pretty loud, would be a pain to do the firewall but I think that's where most of the noise comes from

The cost for aviation parts is way over priced due to product liability and certification costs which leaves little room for profit. OEM automotive and motorcycle parts have a 100% markup over dealer cost and there is generally a matrix added to that, aftermarket items have a 30~40% markup, your local A&P is lucky if he can average a 10% discount from retail. When I had my Motorcycle shop the labor rate was $60.00hr and my A&P was at $45.00hr (he's now at 60). I honestly don't see how an independent A&P\IA can afford to have a large inventory of parts on hand, I know I wouldn't if I was one. I assume a seasoned A&P has around $40k wrapped up in hand tools and at least that in specialized shop equipment so don't complain to loud, he has a lot invested in education, money and time keeping you from falling out of the sky. Short story, I had a Doctor bring in his 3-wheeler in for tires back in the early 80's, I told him lets go up front and check prices so I could give him a heads up on the work requested, he said he didnt need an estimate and to call him when it was ready, back then you could only get the tires from a dealer, roughly $100.00 bucks a pop, so 3 tires plus labor & tax was pushing $400.00 on a 3-wheel that sold for grand when it was brand new. When the Doc came in to pick it up I slid the repair order across the counter as I gave him the total verbally, he stumbled and stuttered and said I'm a doctor and don't make that kind of money, which I replied neither did I when I was a doctor, will that be cash, check or credit card...