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A64Pilot

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About A64Pilot

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    Lives Here
  • Birthday 12/02/1958

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    Male
  • Location
    Fl
  • Interests
    flying, diving
  • Model
    M20J

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  1. Laminar flow is notoriously difficult to actually occur, even dead bugs will trip flow into non laminar, it’s exceedingly difficult to get a manufactured metal wing in laminar flow for more than a small amount of its chord. This is where a composite material wing, if and only if it’s molds are nearly perfect have us beat, but maintaining molds to that level takes an artist ‘My airplane has a lot of leading edge paint damage from rain, so I assume it’s almost all non laminar, yet I get what’s most often quoted as realistic cruise speeds for a J model, roughly 155 kts true at 65% power
  2. Short, low power flights, and cold weather maybe. Some aircraft like my little C-140 you just can’t get the oil up to temp in cold weather so all you can do is shorten the change interval. All my airplane flying has been in warm weather, I don’t do icing for example. Sure I’ve been as far North as the Article Ocean, but in July. ‘I tell people that I’m allergic to cold and equate cold to pain, so I just don’t have airplane cold weather experience. ‘I’ve flown in cold weather, just not piston airplanes ‘What kind of Cessna?
  3. It’s not all that uncommon for an engine that has been making metal for the crank and cam to be worn beyond the limits that they can be turned down to, unless caught early and not all are Its similar to brakes on a car, if you change the pads before there is metal to metal, then it’s just changing the pads, but if you don’t, then it’s disks and pads. ‘Now I don’t know this but used to be if you bought a zero time motor from the manufacturer you didn’t get your core charge back until they tore down and inspected and deducted of course for any unusable parts, but it’s my understanding
  4. I’m theorizing that’s it’s just a tiny bit of water, emulsified with just a tiny bit of oil. I’ve seen it, but not frequently, usually when it’s cold and you go fly just enough to change oil etc.
  5. Oh,and silicone hose and petroleum products like oil don’t mix well. Unkess of course they are Viton lined, not real common, but Viton is pretty much impervious to just about anything.
  6. Oil and fuel for that matter will always have some water in it, called entrained I think. ‘An excess of water in oil will emulsify in the oil and turn it milky, just a little water will have milky strands in the oil. ‘I’ve never seen crankcase oil get that much water in it except for a liquid cooled engine with a blown head gasket or a farm tractor left out in the rain or something, so it just shouldn’t be possible for an air cooled airplane motor to get excess water in the crankcase to the point that it turns oil milky. The crankcase breather tube is metal, and if it’s cool eno
  7. I’ve only really gotten into real ice accumulation once in an airplane, freezing rain, in a C-210 on approach, and what worried me was I couldn’t see through the windshield. I was going to open the window and stick my head out some, but the freezing rain turned into liquid rain and it was gone quickly, but when it was freezing, it was accumulating fast. ‘So what do you do on a low wing airplane with an iced up windshield? Honest question
  8. I would go dark as you can in the back, especially since your down South., I’d also go as thick as you can for the windshield, going to a thick windshield can really quieten things down, and is good for birds too. Actual clear is uncommon, my C-140 door windows are clear as I made them, the windshield looks clear but if you put a white piece of paper behind it you can see it’s slightly green. ‘I personally don’t like the green, smoke is much better in my opinion. ‘when looking at a airplane, often your looking through two windows so it looks darker than it is.
  9. Depends on how you fly and what are your intentions engine source wise. ‘If you want to overhaul, I’d recommend not overflying TBO, the reason is if you TBO, the odds of your crankshaft and camshaft being in good condition are very good, if you wait until it’s making metal etc the odds are they will need to be replaced. It’s not uncommon at all for a first run motor for the crankshaft to check out to new, not serviceable tolerances. So if your the type that believes only fools overhaul at TBO, then budget for an overhaul / exchange motor. ‘The crankshaft as an example has a ver
  10. Didn't watch much, my guess would be carb ice, and he hadn’t experienced it before. Couple of questions though, a comment on some carb heat doesn’t work? How? it’s checked on every run up isn’t it? likelihood of it failing after take off is low, but could happen I guess. ‘My C-85 is a real ice machine, I’ve learned to leave it on for 30 sec or so on run up just prior to take off cause it can ice on taxi. Second was air filter icing, carb heat bypasses the air filter, in fact on short final I go carb heat off, because I don’t want unfiltered air going into my engine on the groun
  11. That theory has sort of evolved over time, a newer theory is to trap a layer of air a few molecules thick at the surface and let the air molecules shear against themselves gives less drag than shearing against a smooth surface. I’m not sure where it came from, I believe maybe when Military aircraft began to be painted in rough and not smooth paint and didn’t slow down? Go feel CARC paint, it’s so rough it feels almost like sand has been added to the paint, the roughness is for IR suppression, no glare. An IR missile can lock on canopy glare for instance so shiny paints out. About 198
  12. I do the same for my NA motor. for me it’s 22 squared and that’s less than 65%, above a altitude where 22” isn’t possible for every inch of manifold pressure decrease, add 1000 RPM, it’s not exact of course but close enough for me. ‘I’ll even use the mixture as a sort of throttle, if I’m just cruising around or traveling with slower aircraft instead of reducing manifold pressure, I’ll lean it out more, she will run smoothly at 6 GPH at 22 squared but not much less than that. ‘Once well LOP fuel burn determines power output
  13. Understood, I’ve always done my own annuals and until recently I worked at an aircraft manufacturing plant, so all kinds of common hardware was free. ‘That’s come to an end and I’m still struggling with what do people do, buying a couple dollars of screws etc from Aircraft Spruce and paying $10 to ship an ounce is getting old fast.
  14. It’s actually Garmin that’s built the company by acquisition, they got into aircraft avionics by buying Apollo, they bought Navionics to increase share in boating, and the Garmin inreach came about because they bought the Delorme product that name escapes me, they have acquired many companies, sometimes just to shut them down. Active Captain was a crowd sourced app that boaters would report everything, navigation hazards, anchorages, marina reviews, boat yard reviews, everything. It was hugely helpful. Garmin bought it, so guess what? ‘Garmin is buying uo the competition and one cou
  15. A 150 can accelerate and fly and even climb at lower density altitudes at gross weight and full flaps, although not well ‘However it can’t at high DA, many aircraft can’t. But the issue isn’t doing T&G’s, the issue is putting your self into a situation where a go around or missed approach isn’t possible, that should be avoided, try not to commit to an approach that there is no way out. If you can’t go around what’s your plan when there is a runway incursion? A LOT of cessna’s have 40 degrees flap. it’s not unusual, a 182 my Father had did for instance, Cessna went through al
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