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About DVA

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    Allentown PA
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  1. In need of a mechanic in Pennsylvania (KDUJ)

    Here's a quick opinion just to start a little trouble. Lawn mowers to airplane engines, save the modern automobile engine, all break in (or not) the same. Its all about how you run the engine in the first hour and then in the next 10 or so. Do this wrong, and it doesn't matter what oil you used.
  2. In need of a mechanic in Pennsylvania (KDUJ)

    Actually AD oil will work too, albeit slower when compared to MO. Lycoming wants all turbo engines to to break in with AD to favor the proper lubricating properties needed for the turbo.
  3. In need of a mechanic in Pennsylvania (KDUJ)

    Truls, for non turbo engines always run mineral oil and fly it hard. The #1 reason for a poor or in incomplete break-in is babying the engine during the first 10-25 hours.
  4. In need of a mechanic in Pennsylvania (KDUJ)

    Hi, If you'd like to chat we're in Allentown which is about 100 east but on your way. At the least I can help you research options. My cell is (484) 239-0007. Dave
  5. flight procedure

    I fly in this area all the time. The NY controllers are very friendly, but also very busy. If VFR you'll likely not be cleared through the Bravo unless there's a lull in the action. Just fly around over or under. If IFR just be on your best game, it gets fast and furious at times. I posted a video to YouTube a few months ago of an ifr flight to KJFK in VMC from my home base at KXLL. It's about 15 minutes long with all ATC communications and an interesting approach.
  6. Fuel Tank Total Rehaul

    There are a few of us that use essentially the same automated stripping and cleaning techniques, protections, and chemicals to do the prep - the most important first step for sure. The actual sealing is really the easiest part of the process. When you pick your shop, you can't go wrong with any of the pros that have a cleaning process that is automated and does not require much by-hand work. Ask a lot of questions before you make a final decision.
  7. Hi. Good news... your engine acted as expected. More Good News ... you will now put EGT temps in your pre-flight mag check. When the engine is running on only a single plug per cylinder (one Mag), the exhaust gas flame front burns slower creating a less power and a hotter exhaust exiting the valve and passing by the probe. Hence the rise in EGT and a much hotter peak if you can even get there. (And you shouldn't try as you can easily exceed TiT in a turbo or you'll start to toast your exhaust system otherwise). Going full rich and landing was the right choice. With this knowledge, you can use it to easily see if all plugs are working well on the ground during a mag check. And to help insure that you don't accidentally depart on a single mag again. The technique is simple. Instead of doing a ground Mag check at full rich which really is only slightly diagnostic, lean a bit first. Bring RPM up to anywhere close to POH guidance. Then Lean just to the point of engine roughness and then back off a bit. Switch to the left mag and watch your egt gauge (if you have an engine monitor, scan at all egts) you should all egt temps rise 50-100dF depending on how lean you were. Switch back to both. They should slowly fall back a bit. Then switch to the right mag, you should see all rise again, don't worry about absolute values, they should all rise fairly evenly. Switch back to both. Your done. If you see any cylinder egt not increase as you expect, or if one falls off, you have an issue. You can read more on this here and elsewhere. You will likely have a bigger RPM drop on one mag when you do this in a lean mode. Don't worry, that's expected too. However the difference between the two mags should be within POH values. Something different means the ignition system needs to be checked. Make sure you push the red knob full rich before takeoff. Dave
  8. I'm not a fan of the aeroshell multiweight, others may argue that. It seems to burn more oil for some reason. It's like the W100plus that a lot of shops sent their stock back and won't sell it. Again because of high oil burn. The plus has an additive similar to the lycoming LW-16702 and the theory (uncorroborated) was that the additive they used was chemically incomparable with the oil) Most have found that running the straight W100 and adding the 16702 cures that excessive burn problem. Compressions tell little about an engine that's not already coughing up blood, (don't start kids!). If you haven't already done so, get a good borescope done, have them record the video for each cylinder and save to compare as a baseline for the future. With only 30 hours a year on after a top end I'd be curious if it all broke in well.
  9. Troubleshooting ADF

    Tune the ADF to a quiet frequency and turn up the volume. Go to the two antennas with a small fluorescent trouble lamp. Please it next to the antenna and listen for buzzing. You found it.
  10. Low Voltage annunciator

    Hi Rookie, assuming for a moment that your alternator and the regulator is operating correctly and that you do not indeed have a low voltage condition, it's not uncommon to see the lamps illuminate errantly due to one of two leaky diodes on the circuit board in the annunciation panel. I have a schematic somewhere, and it's not a difficult field repair. There are a few places that will work in those only oem boxes, maybe someone else can chime in.
  11. Hi Filippo, I’ll take a stab at this from my Bravo experience, I have also written a bit about that engine and myths and truths about its power setting in my BLOG that you might find helpful as a new owner. And, without further adieu - congratulations on your new aircraft. 1) MP at full throttle during takeoff is a function of the turbo controller system and is critical as far as adjustment is concerned; 34.5” is likely a bit low unless its super cold where you are. The density controller must be adjusted to produce a maximum MP based on inlet air temperature (IAT which is after the intercooler) with a heat soaked engine at full throttle on a static run-up. Too many people think that since the POH says MP max is 38” that they should have that on the roll - nothing could be further from the truth. Even on a hot day, an AF1B at 38” is way over max power. While this won’t necessarily instantly destroy your engine, you are over boosting and causing unnecessary stress, wear and tear. Most owners do not have a way to measure the compressor discharge or inlet air temp, so you don’t know for sure if your max static MP is correct. Most AF1B run an IAT of ~120dF so the setup chart from lycoming puts MP at static runup in the range of 35.5 - 36.0. That said, being an inch low is not a reason to run out inconveniently and have it adjusted, but have it looked at at the next maintenance or annual. (see LYC Service Instruction 1187J, I included the chart below) 2) Oil pressure varies for a bunch of reasons, most notably temperate vs viscosity. What you are seeing is not alarming, but does beg a few questions: How old is the engine (older engines showing wear will often have a drop in OP as they heat up for myriad reasons, 2) What type of oil are you running? (multi weight vs straight weight - I like AeroShell w100 in the summer in my bravo and WC20-50 in the winter) 3) Do you keep the oil 10 QTs or do you run the engine below that. In the end, as long as the oil temp is remaining within range you should not have any problems with oil pressures as low as 40’s from the engines point of view. I would however have the oil pressure relief valve looked at next maintenance to make sure nothing is sticking or gummed up. 3) The boost pump comes on based on throttle position - it has nothing to do with MP. Yes, the pump will come on as you advance the throttle to chase MP in the climb in your going high, it’s fine - that electric FP is designed for continuous operation if need be. (some aren’t). That said, I will refer back to #1 - proper adjustment of the density controller will affect the ability for the absolute pressure controller to regulate MP during ascents and descents so make sure that is adjusted correctly, and also make sure the roller switch on the throttle arm is adjusted correctly. Its intended purpose is to make sure the boost pump come on during “full throttle” position operations, like take off and go arounds. Hope this helped a bit! Dave
  12. Looking forward to meeting new friends and putting faces to the usernames. Everyone fly safe! Best regards Dave
  13. Lycoming SB 525A

    This is odd, I can't find it in my Tdata set either. I'll need to research why it's not on the Lycoming site or in my paid subscriptions tomorrow. In the mean time, you'll find it here https://support.cessna.com/custsupt/contacts/pubs/ourpdf.pdf?as_id=22260 included in the Cessna bulletin at the end.
  14. Mooneys overrepresented in gear ups

    He said he pulled stats from 2010, so I did the math figuring he recently did the video that might be wrong assumption on my part. Regardless, I think you'd agree that it doesn't change things much.
  15. Mooneys overrepresented in gear ups

    The report looked at actuals since 2010 and the author reports NTSB stats of 80 over the period. He suggests more may have occurred but went unreported. From my experience it's pretty hard not to get that noticed by the FSDO and thus I suspect that the 80 number is not too far off the mark. That said, in 7 years, 10% of the 80 were in Mooney's according to the report, which means 8 gear ups or about one a year. Seems reasonable to me. I watched last year's mooney GU happen at oshkosh.