A64Pilot

All of the older combo manifold pressure / fuel flow gauges were actually fuel PSI gauges, just calibrated in fuel flow, but on most of you looked PSI was also indicated. So fuel flow is PSI, but where the pressure is measured may be different, those combo gauges for instance measure after the servo, where many fuel PSI gauges measure between the pump and servo.

I think Hartzell part numbers just add a (P) for polished on the end of the part number and maybe an (S) for the one to be painted? If someone bought me an airplane to Annual with a polished prop, I’d advise them that I’m afraid it would have to be painted and if that’s a problem maybe they need to find another IA. You don’t really have any other choice. But I see a lot of polished props at fly ins, especially on older simpler airplanes, so somebody’s signing them off.

I believe he is saying polished prop, polished props are a no go, spinners are fine. Only one prop manufacturer allows their prop to be polished and I believe that’s Hamilton Standard, but I may be wrong on both accounts. ‘But Hartzell and McCauley require their props to be painted as a corrosion preventative You can polish aluminum to your blue in the face and it won’t be near as shiny as chrome. ‘My spinner is painted, it came that way and I’m way to lazy to polish it, my Maule had a polished spinner, and it was more work keeping it looking good than I would have though it would be. Of course chrome would be very little work.

I do like you, for several reasons, one is comfort as in the nose being lower makes it easier to see over the nose, and secondly I don’t want to be grabbing at too many things right after takeoff and running trim etc. where maybe my attention is best spent doing something else, for a few seconds. But then under normal conditions I don’t climb at Vx or Vy either, I climb faster for engine cooling. ‘Some instructors have you get the gear as soon as you lift off, I don’t until a landing on the runway I’m leaving isn’t possible, I think the immediate get the gear thing is a carry over from days gone past where we were all supposed to eventually end up in a twin and single engine was just a stepping stone. On edit, manual gear guys have different reasons when they do of course. ANY flap setting other than zero increases drag, if it didn’t then of course we would leave them down. So many people instruct to use no flap for takeoff in any aircraft that the POH will allow it, I believe the Mooney POH calls for takeoff flap setting, where many aircraft allow no flap takeoffs. Takeoff flaps while they do increase drag allow for a shorter ground roll and lift off at lower speeds, but you will climb better and faster without them. Certainly listen to your instructor, they may have a logical reason why you should change your ways, and don’t of course exceed any limits, but I would say don’t blindly do whatever your told, just because they have a CFI.

I found this, but it’s for a Continental https://www.csobeech.com/files/TCM-SB-M89-9.pdf Excessive crankcase internal pressure is likely from excessive blow by. I know of nothing like this for a Lycoming

If you pass the compression test, your blow by is within limits, the compression test is of course actually a “leak down” test and determines both how much leakage there is, and where it’s coming from. There have been tests using I believe an altimeter or maybe an airspeed indicator connected to the crankcase vent to determine running blow by, I have never done it, maybe it was a Continental thing? I’ll see if I can find something, or maybe I’m confusing it with something else.

It’s my understanding that it’s not. Having said that, there is a person that sets up shop every year at Sun-N-Fun displaying chromed spinners, he says if it’s done improperly it can cause cracks, but done properly it won’t. It may be the one referenced above. The spinners we used to order to be painted were satin finished or sanded finished, be a lot of work to polish, but can be done I’m sure. On edit, this popped up in a Google search https://www.aviationperformanceproducts.com/chrome-it.cfm

To a great extent CHT is relative to engine power output, and EGT’s are also to some extent correlated to power output, but not really LOP and not really at reduced throttle. In other words you can be running at peak EGT and 55% power and have high EGT’s and low Cyl head temps. Or the converse snd be at takeoff power down low and low EGT from being rich, but high cyl head temps from making so much power. ‘Altitude of course reduces manifold pressure, just like the throttle does (NA engines)

You don’t really or if you did why didn’t Mooney have the gauges marked, well they did actually, max Cyl head temp is marked, but nothing else. but why not every 10 degrees? ‘In my aircraft, in my flight environment, I can keep the Cyl head temp gauge in the middle of the green by either climbing at a higher speed, going richer or cowl flaps, from memory I think the letter f is there. Is that 360, 370 380, I have no idea, but I know it’s in the middle of the green, and middle of the green is good. ‘I do wish the gauge had been calibrated though, because I am relaying on an OLD gauge who’s accuracy is suspect. That's enough reason to get an engine monitor, and I will when I have the funds, but I need to pay for both knees being replaced first. Until then I’m comfortable keeping it in the middle of the green. Another reason to have an actual temp display for cylinder heads I guess is because there is a max allowed temp, but there isn’t for EGT You have digital temp displays for the reason quoted in the article, and that’s because greater accuracy is assumed, and it sells, but primarily the companies are in the business of selling their product. I know Rob Roberts and can tell you he wouldn’t do anything that wasn’t ethical and above board, but if putting a digital display on an instrument helps sell it, why not? I just added two washers to my oil pressure relief valve, yes it was in the green, but closer to the bottom of the green, I feel better with it towards the top of the green. Two washers should give me about 10 PSI I think, if it stops raining I’ll run it up and see. ‘Why would you need digital temps for the target EGT method, the tic marks give you relative temps, each one is often 25F. Maybe I don’t understand the target method, I look at what my takeoff EGT is and just maintain that in climb, and as I burn 19 GPH on takeoff it’s way lower than max.

It seems that gauge could be adjusted so that peak EGT will occur at or near the asterisk, but as peak changes at different altitudes and OAT’s, power settings etc I’m not sure what that woud accomplish, I guess to ensure that peak wil occur in the gauges scale? https://alcorinc.com/PDF/59185.pdf Its been years, but something I flew had a movable mark that you could position over peak, so you didn’t have to remember which one of the tics was peak.

There was a reason for that, best explained in this article. If you read it, he explains very succinctly why displaying actual temps is irrelevant. So for those that disagree, go argue with him https://resources.savvyaviation.com/wp-content/uploads/articles_eaa/EAA_2010-10_egt-myths-debunked.pdf

An SDR is submitted by the maintainer, and may turn into a Maintenance alert? Or other things of course. ‘Even with the alert, I think welding and adding support is correct, properly done it will be stronger than a new part. ‘Sometimes when you do this, you move the crack as the original part isn’t up to the stresses. An option I guess would be to replace the tube with one with thicker walls?

Definitely go with teflon hoses and never replace them again. Tie wraps ought to be outlawed. They aren’t the best for anything, break wires and I have seen one cut though an engine mount, it cuts as a little oil and sand make a great cutting compound. But they are cheap. easy and fast so they are all over an airplane.

The extras that add money that may not not be well represented in the appraisals are the low time engine and prop and especially the bladders, in my opinion, the older the airplane, the more the bladders are worth, again an opinion. ‘I would say with all that, that your airplane is worth more than most of its 1966 contemporaries, it’s the how much extra is the issue. I bought my J a few months ago, sold by owner, he listed it in one of the less well known sites, wasn’t listed maybe for more than a couple of days before I set an appointment to come see it, and I came within a day. We agreed on a price that day and a time for the pre-buy done at his mechanics hanger but done with me watching. However I knew the IA well. Anyway I was told by the IA that the owner had a couple of offers at full price. sight unseen, but as he had already entered into a Gentleman’s agreement he was honoring it. I’ve known the IA for years so I knew it wasn’t BS. I sold our boat late last year, used a Broker as I didn’t want to mess with it, but as it had a lot of complex systems, I ended up having to show the boat, and of course operate it during the sea trial, answer all questions the purchaser had etc. So really all I got from paying the Broker 10K was they advertised it on Yacht world, I even wrote the advertisement as the boat had a lot of complex systems So, maybe rethink the going through a Broker. Now if they have a nice fancy hanger to put it in to show it etc., then maybe as an airplane in real nice settings does show better. I tend to lean more towards 80 than 60, these are unusual times, and frankly 80 is an inexpensive airplane and just based solely on your description, yours is an unusual airplane for its age, not many put that kind of money in a older airplane,bladders,fresh engine and prop as well as avionics cost a bunch

I know that one issue with certifying Diesels is that as they are a compression ignition engine, they can have a relatively low max restart altitude due to literally not having enough air density to compress to get to ignition temperatures A turbo spark ignition engine may have a slightly lower compression ratio, but why would they be harder to re-start at altitude? Low compression non turbo motors don’t. Once restarted I can see as how they may go through an over rich condition until boost returned, but don’t understand why they would take longer to relight than a non turbo? Just asking not making any assertions Earlier I was not abdicating running a tank dry as a normal procedure, but only if for whatever reason you had to stretch fuel as far as possible, with one dry you know all the fuel there is, is what’s in the other tank. Just remember the only time you can have too much fuel is if your on fire. That’s a joke

I figured you would at least have to be multi engine ATP and type rated in what they fly? I had no idea you could get in with just single engine land, Good luck, I mean that. I hope you get what you want. I thought about PHI, but after retirement I went to work at the test activity when it was still at Ft Rucker, I did 20 years, 6 months and 5 days active and was never stationed at Mother Rucker, had to retire for that. I never thought I had a chance at any type of airline job, so I never even looked. Too old now

The bolts that were overtorqued need to be replaced, they have been stretched and may break, the good news is that they are real cheap and easily replaced, and I doubt you hurt anything. The concern if bolts are actually loose isn’t leaking oil but the possibility that the case halves are moving against each other and causing wear. If there is a silvery grease look to what’s leaking then you may have a concern, but I doubt it Check that the crankcase vent is clean and isn’t bent flat or something

I wouldn’t worry as much about detents as I woud if it’s real stiff to move.

Do you believe that GA manufacturing is “coming back” or is the words “pretty much” what you don’t understand? Every year for the last several years the number of Ga aircraft have been diminishing, sure there are a few nearly million dollar aircraft made each year, but only a few and most who fly can’t afford a close to a million dollar aircraft, that’s about four times the average home cost in the US. Your upset because I stated anyone who ties their aircraft down in a South Fl is wasting a diminishing resource. I still believe that, and people who through their greed who won’t take care of ANY diminishing resource are robbing future generations of being able to participate in activities that they enjoyed, except of course for the few who can afford Are you the one that said hangers are so expensive it’s better to just let an aircraft rot until it wasn’t airworthy in ten years, and then just get another one? When I’m too old to fly, my two aircraft should be very airworthy and hopefully some younger person with the passion to fly will get them. I hope that won’t for another twenty years though. In 1975 a Cessna 172’s asking price was 16K and change, average US house price was 32K

Why two transponder? I have what looks to be two transponder antennas, and I don’t have a diversity transponder. I was assuming one may have been a DME antenna, with the DME long removed and the antenna and co-ax left behind? On edit, can I take my multimeter and measure resistance and determine if anything is connected to the co-ax? I think one is an abandoned DME antenna and on my Maule I had to install a transponder antenna on the belly for my GDL-39 to receive ADSB ground stations above 10,000 ft or so, I was thinking I may have to do that on the Mooney as well and I’d rather not have three antennas down there.

Based on older aircraft designs, and composites may change this, but smaller aircraft when pressurized, gain so much weight and useful load and performance suffers so much from the excess weight that they aren’t usually very successful. A Mooney may be too small, then the usual reaction is to chase the competition, so I’d expect two doors and a Ballistic chute to be desired by the sales guys, but add in the extra weigh of retractable, steerable gear and your probably back to being too heavy. ‘Often as aircraft designs mature, they go through cycles of losing performance, getting heavy, adding bigger engines fo recover lost performance, getting heavy again, gross weight increases fo recover useful load. ‘But sometimes if you compare the old lightweight model to the newer heavier model, there isn’t much difference in load carrying ability and even performance. ‘I know this is all a thought exercise, but it may be that the current airframe and design has reached a point that there just isn’t a whole lot left in it, and it may be that a clean sheet design is what it would take, and I’d assume likely composites. The P-210 is I think the smallest pressurized single, and it’s not all that small, it’s pretty big for a single piston, possibly too big and heavy for a piston. ‘But then again, it’s an old metal design that has evolved over they years into a much heavier airplane, it’s I’d guess pushing that airframes capability pretty hard, of course one hasn’t been built for a long time either. So that leaves the Piper as the only single engine pressurized piston? It’s a new design, not one that evolved?

Congratulations, I’m impressed, really. Many won’t make the required time to be eligible as we started late, I would never make it if Military maintenance time didn’t count. I think being the kid that always took things apart is pretty normal for mechanics, I think I was three when I found out that the wall outlet wasn’t meant to be disassembled by a screwdriver even though it looked like a screw head, my first trip to the emergency room.

I’ve heard that normal insecticides don’t kill them, maybe because they aren’t insects? Anyway if you Google Spider poison, several specific poisons for spiders show up, many sprays etc. This is a link to one I believe “professional” poison specifically for spiders and scorpions https://www.domyown.com/onslaught-fastcap-spider-and-scorpion-insecticide-p-2579.html?gclid=Cj0KCQjw24qHBhCnARIsAPbdtlJlNWeRtaX8xgj7lZuQkPr3I1BAgoHPHjJYKjmhIrSARP9UrzD9UCAaAnlKEALw_wcB I’ve never used it so I can’t recommend

No, no PM’s please. I’ve just been ignoring him, he knew what I meant and that’s the number of GA aircraft are declining every day, they aren’t being replaced, others understood and showed him the numbers. Long ago my Father told me to not get in the mud with the hog, all you do is get covered in filth and the hog loves it.

You could of course just gone to a seminar once a year or done it online, the online one is painful, I won’t do that again, and proved your were “actively engaged” lots of verbiage, but no simple explaination ‘I have also heard of people conducting four annuals on their aircraft in one year too, but not a progressive, your the first I have heard of. As I’m sure you know the FAA wrote into the regs about the once a year approved course for renewal. then later circulated a policy letter amongst themselves saying an IA had to be “actively engaged” in maintenance. Two things wrong with that, first a policy letter is not regulatory, and secondly they as far as I know never defined “actively engaged” I believe this is the policy letter, and I can’t specifically determine the min amount work or scope of work to define actively engaged, and inspectors all seem to have different opinions. https://www.govinfo.gov/content/pkg/FR-2011-08-04/pdf/2011-19741.pdf Years ago I was in Atl at one of the seminars given by GBAA for free, and the FAA inspectors show up after the seminar to renew, so I waited in line to get my card stamped, gsve the inspector this and last years course completion document and he said that’s not enough, you have to prove you were actively engaged, I won’t renew you. So I was irritated and asked him to define actively engaged, he said in his opinion that I needed four annuals,one per quarter for him to renew me, I said I hadn’t done four annuals a year just a couple, he said I can’t renew. Of course if you do four Annuals, once per quarter, then the class isn’t required, so why is anyone here? He was being an ass, so I got in line with an inspector I knew, who stamped my ticket, you see he knew I was accountable manager at a repair station, which of course counts too. I still don’t think they have defined actively engaged, I just went through this getting an 8610.1 to re-test, I just sent her logbook entires of my two aircraft, but she was initially wanting signed affidavits from people who’s airplanes I maintained, can you imagine asking for that? I don’t even think sending the FAA copies of their logbooks to prove I’m actively engaged is really ethical. I assume since the inspector recommended it, simply splitting the annual into three parts was enough to satisfy them? You wouldn’t believe how much pain there was writing the repair station manuals, I ended up hiring a technical writer to write them, it took months and lord knows how many revisions, if it wasn’t suggested I bet you would still be writing. I’ve never seen a progressive or heard of one for a single engine piston, there can’t be many.