dzeleski

I’ve had higher oil consumption twice. Once was due to the crankcase oil air separator slipping in its mount apparently causing it not to drain properly and pulling more oil out then normal. Second time was a cracked head drain tube, but this left a giant mess in my cowl, on the nose gear, and all over the belly. We traced it by cleaning the engine really well and then running it. Is the oil getting black faster? As others have said though a borescope and pulling the bottom plugs will probably say a lot.

Mine is not like that either. It’s probably halfway between takeoff and the down stop at cruise. I just recently had the trim system re rigged as well.

I went for an early J because it seemed to be a good sweet spot $$ vs UL vs speed. I have a very early J (0095 sn) with a current UL of 1006lbs. Granted I no longer have a vacuum system. It seemed a lot of the later J models had much worse UL. My J also has the blended wing tips, gap seals, dorsal seal, etc. Another major reason I went with the J is age, 46 years is old enough IMO. I know a lot of people hate the quadrant but I love it. Ill miss it if I ever swap to something else.

Agreed, both of my COM breakers are 10amp breakers. My NAV breakers are 2amp however.

I have largely avoided posting on this but since more and more people are quitting that have helped me directly with problems with my J, I just have to ask.... How did this thread spiral this hard? How did it turn into personal attacks and people quitting the site over one of our own members having their airplane destroyed? Its honestly fairly gross considering @druidjaidan was probably largely just looking for support during a time his airplane was destroyed which is probably one of his pride and joys on top of his entire family being minutes from being in a final destination episode. Clarence leaving over this is a giant loss. In the 4-5 years ive been here hes helped me several times publicly and in DMs get my issues resolved or pointed in the right direction. Popular knowledgeable posters continuing to leave will slowly cause this forum to not be helpful to anyone. Quite sad to see considering how much I have learned from people like Clarence (for literally $0... in aviation....) @druidjaidan Im sorry about your airplane, I hope you can find a suitable replacement when possible and I hope your family is doing as well as they can be.

I just got back from flying in CO and AZ/UT in my J. If you plan on loading that C up near gross its not going to be happy during the summer months climbing high enough to avoid the turbulence and heat. If I was going to be doing that trip more then 1-2 times a year I would be getting a turbo or a 6 cylinder. My J was 250lbs under gross and it was still marginal with some of the rotors/waves through the mountains. In the cooler months it would be much more reasonable but now you are looking at hard IMC over the mountains and icing. I personally dont think 40-60k is enough to get a good enough airplane for long XCs. That airplane is going to need significant love and significant upgrades to the panel. Personally I would try and get another 40k saved and buy something much nicer, even if that means waiting a bit longer. My fixed costs for the year in my J are around 20k, but I have also had some bad annuals that have pushed that up closer to 30k.

I think that probe is reading slightly high but it wasnt any cooler then 78. Im done for the day at like 6 hours. Especially if IMC is involved.

I have no idea how you guys do 5+ hour legs. Im completely done with it at like 4 hours or so. Need to stop and get fuel just to stretch out and take a breather. I generally want to be at my destination with roughly 2 hours of fuel remaining, fairly conservative but in the event weather roles in that gives me a huge margin to get out. Ill add some more photos for loving a J however

I had to have mine weld repaired a few months ago. I used K & K Specialty Welding as recommend by @M20Doc haven’t had any issues with the repair 30 or so hours in. https://www.precision-welding.com

I just landed here a few hours ago…. This stuff isn’t helping our insurance rates

Do you have a model number/brand? Some of them actually publish that stuff: https://www.davidclarkcompany.com/voice-powered/downloads.php?type=Parts-Lists DC provides a parts list as well as a wiring schematic. Maybe the ones they posted can help you figure out what you have.

Mountain High publishes the following: https://www.mhoxygen.com/348-what-are-the-different-oxygen-types/ Q: Is it true that medical and welder’s oxygen differ from aviation oxygen? A: There are no different grades of oxygen being produced or contained in cylinders under DOT regulations. Contrary to common myth, medical oxygen contained in a medical cylinder is no different than that contained in a cylinder marked aviators oxygen or otherwise. Furthermore, because of the chemical nature of oxygen it must be as pure and dry from water as possible if stored under pressure. Oxygen is produced to be better than 99.9% pure, if not damage or contamination will result to equipment. Oxygen even holding the slightest amount of water moisture–which is added during delivery for medical and industrial purposes–may have helped to cause confusion in the industry. As far as the FDA is concerned, any oxygen cylinder marked as USP or medical is a drug, and has to be held, dispensed, and used under strict medical protocols outlined by the FDA and cannot be lawfully used for aviation purposes. Oxygen cylinders labeled as AVO, which is aviator’s oxygen, or otherwise is not under the auspices of the FDA and are lawfully used for aviation purposes. (Reprinted from the Compressed Gas Association) https://www.mhoxygen.com/2016/wp-content/uploads/5I000-0005-00-Filling-Your-Cylinder-200406.pdf It specifically states to check that only master cylinders marked as 'AVO/ABO' is used for filling the tanks. It also states that the only difference between the different types of O2 are related to hygiene protocols, handling and inspection.

Worth a shot, thanks! Id rather not have to deal with keeping two 150cu bottles just to fill up a 24cu tank a few times a year.

It is a medical tank but its not labeled as medical (tank is from mountain high), nor does it have the medical valve. It has the standard CGA 540 industrial valve. Are medical places able to fill the 540 valve? I probably can get a prescription if they can fill it.

All of my local welding/gas shops refused to fill my portable tank. All of them refused to do it with the smaller tank. Some said they couldn't "safely" do it because its too small, others just said they couldn't do it. FBO wanted 100 dollars to fill it so I eventually found a scuba shop that could and charged 50. Depending on how much I start to use O2 I can order/lease ABO tanks from my local suppliers and just transfill myself but I have never had such an annoying time trying to convince people to put O2 in a bottle.

Hard to tell from that angle but the whole valve looks tuliped quite badly. Usually that only happens from overheating a valve. Were all the plugs checked? Any missing pieces out of them? The rings and ring lands all in good shape as well?

This is perfect timing. We leave for CA/Osh in two weeks and will be stopping in Dayton to see the museum. Thanks for the info!

You might be looking for a Koch chart? https://www.takeofflanding.com/

I found it didnt work well for me personally, I couldnt get it into a position that I liked that also didnt block any of the panel. I changed to a yoke mount in my J and it works much better. Its also closer to my scan when flying in IMC. Ram sells this but it is a bit bulky: https://rammount.com/collections/airplane-components/products/ram-b-121bu# I cant find the exact part I used but its similar to this: https://rammount.com/search?q=Ram+torque

I've had so many maint induced issues since I bought my J in 2019. Im getting really tired of it. Trim rigging issues, stuck valves after a whole cylinder replacement, pinched intake gaskets, even something as simple as water being sprayed into my static system during a wash during annual. Id be willing to get a rating of sorts to do basic work, but I dont have time to do a full apprenticeship. Ill gladly go somewhere for a week to be certified to at least work on the thing, but I dont have 2 years of time to do it. If I can build a race bike/car to go down the track at 200+ I think I can do most things properly on an airplane. This is what happens when everyone tells their kids they MUST go to college. I was largely gas lit my entire time within school, very very few teachers have ever had a job outside of a school yet they are "preparing" us for jobs outside of school. Doesnt make sense to me and is the reason I dropped out of college. We are going to regret this in the next decade or two. Thankfully my father handed me tools the second I could walk and told me to figure it out. Those same exact problem solving skills are the reason I have a successful career in software engineering.

I’ve got mine in a similar spot right below my GMC-507. It’s in a position where I can go full throttle and tap the button in an single motion but also not in a spot that’s easily hit on accident. That being said the command bars rising to 7.5 degrees should always be a trigger for GA being initiated.

I’m stuck with this crap. ISP, HWV, MTP, HTO/JPX, etc all have it. I gotta pay for the privilege of leaving my own home airport. $4.90 every time I leave. I stopped going to MTP over the insane fee increase.

Of course, but a good solid spark provides the best case for consistent flame front propagation. If you want to squeak out every HP everything needs to be optimal. Small optimizations add up to a larger number. Better spark and better fueling means we could push the engine design in a slightly more aggressive manner since there is less pilot error. Our engines are 100% not optimally burning fuel on any regular basis.

I think you are under selling not having to worry about leaning for DA or leaning on the ground. EFI is way more precise then our mechanical fuel injection, as well as the atomization being way better. A stronger more precise spark can provide a lot more power and better endurance. Timing could probably be pushed a little more as well. All of these things would also allow the engines compression to go up which would net more power on top of that. Will the industry ever invest the money into it? No idea. edit: https://www.flyefii.com/products/efii-systems/ I never trust the marketing wank, but it makes general sense as someone who has quite a bit of EFI tuning experience from racing.

Precisely. Once leaded fuel goes away I would love to see someone slap on EFI, O2 sensors and modern spark plugs and see how much power can get pulled out, I think there is a decent amount left on the table using modern systems. Even if peak power at sea level isnt increased, consistent and reliable power at any condition will be easier since the pilot wouldnt need to deal with it and accidentally put the red knob in an non optimal position.