A64Pilot

Not to be argumentative, but C means corrosion resistant, which may or may not be stainless steel. In this case if there is any doubt whether it’s aircraft hardware by all means replace it.

Oh, and if you do go to a alternator, remember it’s output isn’t likely what you can use, most probably your electrical system was sized for a generator output, so the extra output of the alternator can’t be used, unless you upgrade the charging side of the electrical system. In other words if you have a 60 amp generator CB, and install a 100 AMP alternator, the system capacity limits you to 60 amps. I have no idea what your generator CB size is.

Battery being discharged at low RPM with a generator is entirely normal, and generators are fine, no need to spend big bucks replacing one that works just to update the airplane, now if it’s broken, then you have a decision to make. However I wouldn’t put a Gill wet cell in my lawnmower, I’ve had my boiling over Gill experience putting acid where you don’t want it, never again. Called one trial learning. If this is a new occurrence I’d say it’s very likely your old battery is losing capacity and voltage is dropping lower than it used to. If you ever do any IFR toss that battery before next flight, an eight year old battery isn’t likely to have the reserve capacity to get you down if IFR. Buy a cheap little volt meter that plugs into your cigarette lighter for testing

Actually most ring break in will occur very quickly, almost certainly in the test cell if one is available. there is some final breaking in, but if they don’t in the first few hours, it’s very likely they never will. That first hour or so in a field overhaul is the most important. If you look at the side profile of most rings you will see an angle on the inner upper edge, this is why they have a up and a down, they aren’t symmetrical, usually there is a dot indicating top. The purpose of this angle is so that cylinder pressure will force the rings against the cylinders improving compression and decreasing blow -by. So running at high power means high pressure of course and high pressure seats the rings. ‘Some engines like Continental for instance have less spring tension and rely more on the cylinder pressure to blow out the rings and make them seal, this is why compression checks on Continentals are less reliable, they are called low tension rings. Low tension rings free up a surprising amount of HP due to less friction, and run cooler for the same reason. Low tension rings have forever been a hot rod thing, due to decreased friction, further making me believe that Continentals are more “hot rods” motors. Well that and hearing a big bore Conti idle of course.

Believe it or not but we used those plug buttons a lot on new aircraft, most are nickel or chrome plated brass, the plain brass are best if you can find them to hold paint. Other wise sand them with an angle die grinder Install them with B2 fuel tank sealer and bend the fingers over on installation and they are a permeant repair

The same way they do it now because biz jets don’t get tracked by ADSB , by some magic. Most J-3’s, Ultralights don’t excite them. My 1946 Cessna wouldn’t likely either, just not a lot of money there, same reason a cop doesn’t stop you until your more than 10 over the limit. But they walk the ramps and ask for lists of hangar rentals, used to be they didn’t care about hole in the wall Ga, they only looked in Atl and other places where the big bucks hung out. so it was more common than not to never get a tax bill if you were based Camilla or Moultrie or wherever. The use tax can get ugly pretty fast, in Fl I believe all it takes is 20 days and you owe Fl a bunch of money, so be careful visiting Fl. However it seems most often what trips the tax man is registration, you buy an airplane and register it with your home address, next year your getting a letter from the tax man in your County, because apparently it’s pretty easy for them to get a list of all aircraft registered in their County. If it’s Registered to an LLC in a State that doesn’t tax airplanes, then maybe you don’t get that letter? But I bet renting a hangar and giving them your home address may well get you a letter?

Just about everywhere TBO extensions are available, some manufacturers will based on previous overhauls, Pratt & Whitney for example does fleet extensions all of the time https://www.pwc.ca/en/airtime-blog/articles/technical-tips/fashionably-late-does-not-apply-to-your-engine-tbo---here-is-why Then there is an STC that I think is kind flaky where you do a vibe analysis and oil sample, called the more program I believe and for quite a few $$$$ you buy an STC that extends your TBO, I’m sure there are others. https://www.aviationpros.com/home/article/10387088/adding-time-to-your-tbo-a-discussion-on-pt6-engine-stcs Of course my opinion of it is irrelevant, it’s legal. These are PT6 but that’s my fleet background It is or should be real important to note that TBO’s are not determined based on when an engine will become un-airworthy, they are based on maintaining the lowest cost of engine operation over time, of course one may run way past TBO, but the cost of overhaul is an ever steepening curve the further past TBO you go.

0-200’s are tough little engines, they have a long family history evolving from the A and C motors. I have a friend on Fraed Naught’s team, an f-1 racer, they all have to run basically stock 0-200’s but turn them upwards of 5,000 RPM or so I’m told 250 MPH on a C-150 engine, listen to them and look at how long the wings are, which is interesting for a 500 lb airplane. This is the race Fraed Naught won Gold.

You can safely run LOP without big money monitors, just run at a power setting where you can’t hurt anything, which is simple to do, but you need or should have a fuel flow meter, not required but it will tell you power output when LOP. Simply put if I’m at 8.5 GPH or less, then I’m under 65% power and can’t hurt the motor no matter what I do with the red knob. 10 GPH is 75% if your want to push it, I don’t, not worth it to me. This is where mine sits I agree, because I’m buying the gas and aren’t in a hurry, the additional fuel isn’t worthy the extra speed, for people who are doing it for work, it may be. Largely motors run cooler when LOP because power output is down. But too cool isn’t good either, you should have at least 300f cyl head temps to be hot enough to prevent deposits. and probably below 400 for maximum life or at least to extend life. Middle of the green and life’s good. You can safely run LOP or ROP without any kind of monitor if your choose to, it’s been done for a long time.

Upper slice cap would be highly unusual, as during a pos G loading, the upper cap is in compression, so it gets even more interesting. Spar caps and splice blocks don’t usually fail in compression, so maybe it did go through an unusually high neg G loading in the accident as well as Pos? I get only page one which indicates the wings separated outboard of the landing gear.

Only actual facts I think you could gather is to talk to a DOM of large operations and ask how often they make it to TBO or beyond. Most of not all of those are operated ROP and run hard as the operator isn’t buying fuel, they want to complete the flights and go home ‘I doubt anyone has gathered enough actual data to render anything but an opinion, most manufacturers I have talked to aren’t interested in beyond TBO. Pratt & Whitney Canada and GE anyway.

Engines have been run forever ROP and have done just fine doing so. They have also been run forever LOP by a few and done just fine, my Father used to cruise his 210 at higher altitudes leaned as far as it would and still stay smooth, and that’s LOP for most injected engines and even some carbureted. For example who leans trainer airplanes? Almost no one and yet what engines seem to make TBO more regularly than most? Trainer engines, which of course are operated in a manner we have all been taught is abusive, many wide open then idle cycles, inadequate warm up, lots and lots of full throttle climbing, on and on. ‘I think our motors are tougher then we want to think they are, we want to believe they need to be or at least will respond to excessive cuddling, but that doesn’t seem to be the case, run them often in the manner recommended by the manufacturer and they seem to do fine, yes there will always be the exception and those should be rare. There is a lot of evidence that engines that normally cruise at lower rather then higher power will last longer, Lycoming makes that statement several times in their publications. Anything above 7500 with RPM in the middle of the green for a NA motor is low power

Who runs 100 LOP? and why not 150 ROP? You can run cooler ROP than LOP, and if you really are 100 LOP, then you are WAY down on power. ‘My little IO 360 Lyc will run 100 LOP, but it’s the first motor I have had that will. the 540, maybe 50 LOP but it would stumble at that point,25 was about as low as it woud go and stay smooth, the 520 may have but with the throttle wide open at 7500 MSL and 2500 RPM I would be 20 kts slower than ROP if I did. ‘I’m not saying LOP isn’t often the best setting, I use it often, and cruise at about 135 kts where I could cruise 155-160 ROP, my J won’t cruise 155-160 LOP. LOP is my default cruise now. ‘Now that I’m Retired I’m not in as big a hurry, the 210 was a business airplane and it’s purpose was to get me somewhere as fast as it could, often not the smoothest of strips, and often carrying parts, tools etc. So I flew it ROP as fast as it would go, and it tolerated that “abuse” just fine. ‘I think most Conti’s do fine if run hard, just don’t try to save fuel if your doing so, if you want to save fuel go deep LOP and accept the speed loss. ‘I think some people lose jugs in a Conti by wanting to run it hard, and lean it out too. The Bonanza guys I fly with are the worst for that, they want to go fast, but don’t want to spend the fuel doing so. The Crop Duster guys run those motors HARD, they have to, airplane won’t fly at lower power until the hopper load comes way off, and most don’t touch the mixture, and yet seem to get decent cylinder life. ‘Most of those aircraft are down in Honduras, Costa Rica, Ecuador, Columbia etc and they have to follow TBO. All I am saying so that a Continental cylinder will last if run hard, but if you do run it hard, run it very rich is all. Of course they will run LOP very well, I am not saying they won’t. My Lycoming 540 was happy at 50 ROP run hard, but it was only a 235 HP engine too with Sodium filled exhaust valves, run a 300 HP Conti at 300 HP or even close to 50 ROP and your going to burn it’s solid exhaust valves. Why doesn’t Continental run sodium filled valves? I don’t know, but I’d love to hear the reason.

A whole lot of, I’d say most of Continentals exh valve problems are because they are not Sodium filled. Lycoming’s stick valves largely because they are sodium filled and cool so well. I hear a lot of how valves operated LOP run cooler, I’d like that explained, LOP is almost always higher EGT, so how do they run cooler? The heat comes from exhaust gasses.

The IO-520 I had was a factory overhaul, and I ran it 100 to 150 ROP always and ran it hard, right after takeoff I’d run the RPM back to 2500 and woud leave it there for the entire flight and left the throttle wide open until I began a descent. I had well over 1,000 hour on it and it ran perfect. There are a great many Cessna Crop Dusters down South that run Continentals and run them hard and get good lives out of them, but they run them very rich, it’s my opinion that for a Continental to live a good long life, run it real rich if you must have the power, or run it real lean if you can live with lower power output, just don’t run it a little rich or a little lean. The Conti’s are hot rods, listen to one idle and you can hear it has an aggressive cam profile, so if your want high HP be prepared to feed it. But you can get great economy too. Just don’t expect high power and good economy. Pick one

IF, and this is the issue, are they available? If they are. I’d buy through Mooney and pay the price, sure saving a buck is important, but keeping something going so that one day it may be there when you need it is too. ‘However so far anything I’ve tried to buy wasn’t available, at any price.

This is it, my IO54W1A5D with Gami injectors and fine wire plugs wouldn’t run LOP very well. by wouldn’t run very well I mean it lost excessive HP and would begin to miss. Now it was a parallel not an angle valve motor and I did some testing with it, at 25 LOP of the richest cylinder I let it stabilize out, and then run it 50 ROP of the leanest cylinder and adjusted manifold pressure until the air speeds were identical, and guess what fuel flow was within .1 GPH. so no significant difference. Now my IO-360 Lyc has stock injectors and massive plugs and will run deep, deep lop, it is the poster child for LOP. The IO-520 in out C-210 also with Gami’s and fine wire plugs would run LOP fine, and you could get quite a boost in fuel economy by doing so, if your didn’t mind giving up a lot of cruise speed.

The prop hub will heat soak some because the crank is hot and it will conduct heat, but there is no oil flow. Often when you pull a prop you will find a lot of sludge in there because there is no flow, that’s why we cycle the prop three times during run up, we try to get some fresh oil in there. However I’m sure Hartzell has taken into account any heat that may be conducted into the hub

lean mixtures will reduce CO I believe, but of course not eliminate it. a Diesel engine which has no throttle valve so it runs super lean at part power because the intake is wide open produces little CO I think for example. In doing production certification test flights I had to check every third airplane for CO, it was easier to just check them all. and I never got any CO in flight, these were turbines and exhaust was out the side, maybe that’s why? I used a Scott Mini-SA and clipped it to the shoulder harness, that put it close to my face. I never checked the Maule or 210 On a Mooney I wonder if it’s coming in through the Naca vent on the tail, or the belly? Easy to tape that vent off and see. Airflow does swirl around the airframe from the prop. this is easy to see on a turbine by the soot from the exhaust.

yeah a reversal would really put some bending loads on it

It could have been flutter, but my bet is a severe overload, remember the arse end has to be pushed down very hard to pull excessive positive G’s. I think excessive turbulence / wind shear has been sort of ruled out?

That has killed a surprising number of swimmers, CO can’t be taken too seriously. ‘I’m surprised the numbers are as high as they are in a Mooney, I’ve not experienced that before. I just ordered a detector, in a month or so when my new knee heals enough so I can fly I’ll find out what mine is. What is average in flight?

I would edit my post and remove the email address, send it via a PM, there are bots or something that somehow harvest email addresses, it’s above my head but smarter people have told me it’s true.

It worked, thanks

I will, thank you.