Jump to content

DXB

Basic Member
  • Content Count

    2,800
  • Joined

  • Last visited

  • Days Won

    8

DXB last won the day on October 2 2019

DXB had the most liked content!

Community Reputation

2,100 Excellent

About DXB

  • Rank
    Won't Leave!

Profile Information

  • Gender
    Male
  • Location
    Philadelphia
  • Model
    M20C

Recent Profile Visitors

6,605 profile views
  1. You're absolutely right - at any given time there are many bills in state legislatures across the country in the early stages that are equally bonkers. I imagine AOPA keeps close tabs on stuff like this. More informative might be the number of bills introduced nationwide focused on taxing GA at a given moment - a canary in the coal mine for what lies ahead. But I do suspect GA will continue to grow more vulnerable to taxing and regulation in the years to come.
  2. Hadn't seen this - wow that's super cool. Good for much more than just reminding you about a gear check. .
  3. I wonder if the fair comparison is to put enough weight in the back to offset the shift in forward CG from the Top Prop. My C has a Top Prop and has been widely remarked to be usually fast, with cruise speeds at 70% power at 6000 ft that are in the 152-155kt range. It already had the prop when I got it, so I'm not sure how much it contributes, if anything.
  4. No argument there, but the rules governing this particular incident aren't the ones making it absurdly expensive. Her hitting the bridge might contribute to those costs; her aircraft being added to the market because she lost her license might have the opposite effect
  5. SD card slot cleaning kits seem to be globally out of stock on the internet. I'm trying to think of ways to get isopropyl alcohol rubbed on the internal contacts without making a mess or causing damage I found this youtube video of an exuberantly Scottish fellow demonstrating cleaning the slot with just a dry piece of paper wrapped around an SD card - I'd been hesitant for fear of causing damage but might give it a try.
  6. This old thread is pretty informative. There is a modification that puts red dye oil in the old hub to identify cracks based on leakage. Page from HC-SL-61-273.pdf However, hubs can leak for other reasons which are benign, so the modification may not be the best (I have no expertise or opinion, others can weigh in). Assuming the blades haven't been ground multiple times, installing a new B hub may be the best value option, along with overhauling or merely IRAN'ing the blades. Most folks putting a new prop on a C model these days go with the Hartzell Top Prop, which has th
  7. For years, my unit has been hit or miss on whether it would upload from the database card upon powering it up. I initially thought it was a glitch in writing to the SD card or maybe corruption of the card itself. Yesterday, I couldn't get either of my two SD cards to upload the new databases after rewriting them several times and making multiple attempts at powerup. Very frustrating. Upon going to the "SYSTEM-STANDBY DATABASE INFO" it read "NO DATABASE DETECTED". After removing and inserting the card several times and giggling it within the slot, the navigator was able to read it and upl
  8. Unfortunately my engine is original to my '68 plane and hasn't been been back to the Lycoming factory since then - which excludes exchanging for an overhauled one, so I'd swallow the price for a rebuilt one - about 5k more. Language from lycoming service letter L250A: "Exchange engine cores that last left the Lycoming Engines factory 36 or more years ago in new, rebuilt, or overhauled condition can only be used towards the purchase of a Rebuilt or New exchange engine." I'd kinda like to pick up a core somewhere, have it overhauled by Penn Yann or similarly reputable shop, and then h
  9. When I think I'm getting close to needing an overhaul, I'd like to find a core, overhaul it, install it later to limit downtime, and then extract the value of my removed core somehow. That assumes I'll be lucky enough not to be hit by a sudden unexpected need for overhaul. I'd be curious to hear logistical and cost considerations from folks who've gone this route.
  10. My first thought also. She might have been doing stuff like this for decades, but even if that were the case, people normally get less reckless with maturity. Impulsive, thrill-seeking behavior in the air by elderly pilot who's flown a long time without doing reckless stuff has a neurodegerative etiology until proven otherwise. Formal cognitive and memory testing may be useful before making her do her PPL again.
  11. There were 3 generations of carb heat design for the carb'd short bodies - the earliest one was simple, but there was no way for heat to get out of the muffler shroud when carb and/or cabin heat not in use, thus decreasing part longevity. Around '63, there was a butterfly bypass valve installed to dump the hot air overboard with carb heat off. It was installed in the airbox and operated by the identical cable as the flapper valve that turns carb heat on/off - this was a tricky mechanism that's hard to keep working right. A once reputable MSC removed the valve entirely and left the bypass open
  12. Good job getting down safe! It would be interesting to have the whole story if/when you're able to share it. Carb ice in a C model and/or structural icing encounters specific to the Mooney short body airframe are events with which most of us don't have first hand experience. So getting it vicariously through you may be very instructive. And hopefully sharing won't elicit too many comments from the pilots here who've never made a mistake
  13. Don't know if that picture of a wind on the ground is actually his, but when he declares at 11,000ft in IMC, the weather at the airport where he is diverting (~5000 ELE) is at 2 degrees C with light snow. Seems logical that he had to pass through a freezing level containing precip to divert, even if he was not in structural icing conditions at 11,000 (no way to know as far as I can tell). But I would have suspected it would be too cold at 11,000 for carb ice, assuming carb heat was off completely. Induction icing is an interesting thought. They would present similarly with decreasing MP and
  14. I have that on mine too - high temp RTV sealing gap between front of baffle and fins but pushed into gap between the fins on the front two cylinders. Regardless #4 is the most problematic in my case but will check if the RTV might have been overdone for #2. Overall picture for me is #1 and #3 cool well whereas #2 and #4 do not. I'm curious exactly what to look for on the inter-cylinder baffles - mine look like what Oscar pictures. I need to firgure out a way to increase airflow across 2 and particularly 4. FWIW I have JPI EDM900 probes in factory slots and all the front seals y
  15. I believe the the SWTA cowl mod STC allows for it, but it hasnt been available for some tme? Its similar to the ARI mod in the front, which unfortunately keeps the doghouse. I’ve spent years working on tightening the doghouse, perfecting timing, making sure I reach 18gph fuel flow at takeoff (have the richer carb), making sure no induction leak, perfecting takeoff technique. The damn thing runs hot - only way to ignore is not have a good engine monitor. I would dump the doghouse in a heartbeat if given the opportunity!
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.