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chrixxer

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chrixxer last won the day on August 1 2018

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About chrixxer

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    Won't Leave!

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  • Interests
    PPL+IR, Complex, High Performance
  • Model
    M20F

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  1. $1,072.60 for the crank case including freight to/from SoCal. $267.27 for the accessory case including freight. Sent from my iPad using Tapatalk
  2. I learned more last night. “Bob” was operating (for decades) out of a T hangar on the non-commercial side. He had the fuselage of an old Cessna hanging from the rafters to “satisfy” the “used primarily for storage of an airworthy aircraft” requirement. City found out about it, and is evicting him. Sent from my iPad using Tapatalk
  3. I learned more last night. “Bob” was operating (for decades) out of a T hangar on the non-commercial side. He had the fuselage of an old Cessna hanging from the rafters to “satisfy” the “used primarily for storage of an airworthy aircraft” requirement. City found out about it, and is evicting him. Sent from my iPad using Tapatalk
  4. After months of no communication from "Bob," I hear from our A&P (not Bob) that Bob's retiring and not going to finish my engine overhaul (was torn apart and farmed out to DivCo (we have the cases back) and Aircraft Specialties (invoices are paid, work done, parts - all new cylinders, crank/cam shaft, etc - still at their facility). The highly recommended local shop (Tim's at Long Beach) doesn't want to jump in mid-process. Anyone know a shop that can put this thing back together? Preferably on the west coast. Sent from my iPhone using Tapatalk
  5. They're quoting $1275 + shipping for the McCauley (overhauled, I'm assuming, no core exchange). Think that's the route I'll go.
  6. How so? Savvy and I were pouring over the logs from the 830 and none of us caught the intake lobes issue; I had an A&P run a valve lift check and that caught it. Sent from my iPhone using Tapatalk
  7. Is it a bolt-on replacement? I'd just as soon not grind parts. I remember reading about folks' positive experiences with the PCU5000 and now kinda wish I'd pulled the trigger back when this first came up; they've gone up in price a lot (IIRC they were about $1700 in 2019, and are about $2700 now(!)). (I'm not super concerned about the overhaul cost of the PCU; what's TBO on a governor?) Sent from my iPhone using Tapatalk
  8. TrueSpeed in VNY is describing my old Garwin as a boat anchor; they'll overhaul it but the last one they did had the same problem I was having (fine on the ground and in level flight, slipped when you'd change pitch). I was going to IRAN it anyway, but with the metal in the filter following the intake lobes spalling, it needs an overhaul anyway. So for about $1660 (incl tax) they can overhaul the Garwin, for $1855 I can put on a McCauley they've overhauled (or factory new, a bit over $2,000), or the PCU5000 which is more yet and the shop doesn't recommend (expensive overhauls when the time c
  9. Which would be better, two EIS at 20° or one EIS at 25° (or variable, but wasn't there a report here that the variable timing was not compatible with high altitude departures?) and one needing IRAN every 500 hours old school magneto?
  10. Just saw this: https://www.aircraftspruce.com/catalog/eppages/lycoming_eis.php Made by SureFly. Fixed timing (vs. SureFly's variable). About the same price. Pros/cons? (I'm about to pull the trigger on a freshly overhauled mag, and an EIS, for the IO-360-A1A in an F.)
  11. All of those are VFR transition routes. If you're IFR you don't need to worry about a Bravo clearance Sent from my iPhone using Tapatalk
  12. According to Mike Busch last night (EAA WINGS seminar on annual inspections, focusing on a Lycoming O-320 that wasn't making minimum static RPM and had this exact issue), oil analysis won't catch the intake lobe wearing down like that: The pieces come off too quickly, and are too large to get absorbed into the oil. Any indication would be in the filter. Anecdotally, that was my experience (IO-360-A1A). 3RM has been on oil analysis consistently since 2008, including right before I had a valve lift check that caught that intake lobes were worn too far. There was no indication of it in the
  13. Thanks! Do I need the $15 "Manufacturer C of C" ("Traceability Paperwork (if available)")? Edit: Sounds like probably no (but at $15 it's cheaper than the gas I'll burn to pick everything up, so why not...) https://www.skylinkintl.com/blog/traceability101 Sent from my iPhone using Tapatalk
  14. Where is that in part 91? (Hint: it’s not.) there’s a requirement under part 23 (though our planes were certified under CAR 3...)
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