A64Pilot

I can buy this statement as being perfectly logical and good, assuming it gives a temp that is within the turbines limits, if not then of course you need to enrichen until below TIT limits. Issue is cruise power settings isn’t defined, I’d have to dig, but I believe in many engines Lycoming defines cruise as being at or less than 75% and then throws in a statement that if run at 65% or less, the engine will last longer, but it’s been a long time since I did that reading. ‘So if we are talking about 75% power or less, then I’d say 25c ROP is a acceptable mixture, there are other acceptable mixtures below 75% too of course ‘However as I don’t have any kind of chart for this TN STC, but as it’s a TN setup it’s should still be a 200 HP engine, and if so then 27.5 MP and 2440 RPM is well North of 75%, my SWAG is it’s above 85%, which puts us in the takeoff / climb regime, and when there I think you should operate way rich. Making that much power continuously you would expect to see high oil temps, and apparently he is, the thinner air at altitude doesn’t help, but that ought to be offset by airspeed, because oil cooler ought to be sized to allow a full power climb on a NA engine, 200 isn’t real high and if you call the oil company and ask they will laugh as 200 isn’t anywhere even close to the oils limit, when you hit 220 on a Lycoming the concern isn’t that your cooking the oil, it’s that your overheating the engine. I believe he needs to slow down and enjoy life, and if he wants speed, altitude is the way to get it with a blown motor, 75% power at 180 or 200 is I bet faster than WFO at 12,000

Who is Mr sandman? Who recommended peak at full power? Quick question for those that abdicate high power LOP. How lean are you on takeoff? If your going to run the thing at or above 75% power, turbo or not, your safer if you run it rich, it’s why I hope all of us take off with everything full forward. I am not against LOP, I can run deep LOP 22 squared and 130 kts on 7 GPH, To go 160 kts down low on my J doubles the fuel consumption and I can assure you reduces its life too, so I don’t, but some choose to. I’m just not in as big a hurry as I used to be, and I haven’t a schedule anymore. 130 kts to me isn’t bad, others couldn’t stand it, but speed is relative. I lived and cruised on a sailboat for three years, 7 kts was fast then. ‘LOP is another tool in the box, but it’s not the best for fangs out, hair on fire speed

Market is on fire, but the more desirable aircraft sell first. It’s not hype. ‘I’ll use campers so as to try to it offend, try to find one, there are very few good ones for sale and they are overpriced, even new ones are sold out. That pretty much leaves the ones that have sat in someone’s backyard under a tree for years, and now sensing a opportunity it’s listed for sale, but doesn’t. It doesn’t sell because it’s not worth buying, even in a sellers market, it’s just not enough left to make it worthwhile.

I have the Wife’s car under the wing or I could have gotten closer to take the photo, but yes the hangar is slowly becoming a storage place for things like rugs that the Wife says don’t go with the new house, but I know what I paid for them, so I’m not throwing them away, maybe one of the kids can use them.

It may make sense to buy an old airplane as a parts donor, isn’t someone trying to sell one without an engine and prop?

Even with a sump per bladder, any bladder can trap water. The C-210 we had, apparently had a wrinkle on the bottom of the bladder and a leaking left fuel tank cap. you could sump the fuel and get no water, rock the wings and get water. Having said that my Mooney has bladders and I like them, glad it does. ‘I’m not so sure grass is bad on a wet wing airplane, the reason is that there are two Ag plane manufacturers, both have wet wings, and Ag planes usually fly off of rough strips day in and day out and can land several times an hour over and over, and the wet wings don’t leak usually until they get old, so I believe it’s more of a age thing. Bladders have a life limit too and leak when they get old, but they are usually a lot easier to remove and have repaired, and the repairs have a very good track record. Bladders in Mooney’s I assume just aren’t old enough yet to start leaking, but they will, wait and see.

Airplanes hit beams, it happens. This is the wing tip of my C-140, can you tell that it was an orange beam? I was pushing the aircraft, but it happens. Been at least ten years ago.

Faster is not my experience, not with the having to drive to the Airport in Atl, park in the next county, go through all the Carp you need to security wise etc. Sure it may be a two hour flight but all the carp you have to go through on both ends means it takes all day, to say nothing about sitting next to huge people in tiny seats, crying babies and people who bring bags of Mcdonald’s on the airplane with them. I flew business Internationally, but most always State side I took the C-210, because I wasn’t flying into major cities, and I lived 3 hours drive away from Atl ‘Flying now is the Greyhound bus of the 70’s, small wonder that the Biz jet market is booming for the folks that can afford it. ‘The Interstate Highway system was likely more of a killer of GA than the airlines, it was conceived in 56 but not finished until 92.

Many will argue, but you won’t hurt one if your rich enough. You can hurt one if you don’t understand leaning and don’t lean aggressively enough, not every engine right out of the box will run smoothly LOP. ‘If your after speed, my advice is run it IAW Lycoming’s instructions and leave the LOP stuff for those that don’t mind sacrificing some speed for a pretty big decrease in fuel consumption. Just from your screen name I’m guessing your primarily after speed, as well as of course your numbers on your engine monitors.

Any small aircraft should climb better without flaps, if they wouldn’t then we would leave them down until we reached cruise altitude, better as in both Vx and Vy, but they enable slower speeds, speed reduction is their purpose Flpas add drag of course and increase lift, but they increase drag more than lift, or again we wouldn’t retract them. (no free lunch) FAA says the purpose of flaps is so to slow an aircraft for landing, partial flaps of course allow you to takeoff at a slower airspeed too, speed correlates to required runway distance as acceleration rate is essentially the same, so T/O flaps settings allow a shorter runway Any flap setting decreases L/D ratio Oh, and by increasing wing camber at the root, they also effectively “wash out” the wing, meaning that a stall is far more likely to occur at the wing root first and slowly progress to the tips, so a stall with flaps is much less likely to drop a wing. Other than practice, there just isn’t any good reason that I can come up with under normal situation for no flap landings, if the cross winds are so severe as to require a no flap landing, I’ll likely find a runway that’s into the wind and call Uber. ‘But we should all practice no flap landings because if you fly long enough, eventually you will need to, even the guys with manual flaps.

Farmers put calcium in their tractor tires, and I have heard car dealerships and oil change centers etc will give away used antifreeze. But I guess it depends on where you live. Good luck with it, fabric wise Sunbrella will last a decade on boats, but I think I’d look at place that makes truck tarps, ought to be real durable and handle winds well and be way less $$ than Sunbrella. I think if allowed you may end up self fabricating.

Only way I think you could pull off any kind of building, tent or whatever without firmly attaching it to the ground is to water ballast it. ‘One way often used for exhibition tents etc is plastic barrels, but 55 gl steel drums can often be found cheap and you can weld attachments on them. ‘Finding an airport other than a private strip that would allow you to do so may be more challenging than finding a hangar?

Well in truth we are in a single engine piston forum, and anything the Airlines or Navy flies is significantly different. ‘But no, I have never flown anything like a large Airliner and never will, but you have me interested why an Airbus needs more than 27,000 ft to recover from a stall. Honestly I’m very surprised from what I have heard that a swept wing aircraft is as stable as that one was in a full stall, I assume it was not in a deep stall.

Experimental is pretty much the only hope left for the common man. ‘I looked at everything from an RV-4 to a Bonanza before I found my Mooney. I haven’t any interest in building, none, and for an IA an Experimental loses a lot of its appeal, but what “got” me was that a decent built IFR RV-6 or 7 was $100K asking, with a field overhaul mid time engine. I paid $95K for my J model which pretty much duplicates the performance of a 6 or 7 but carries a whole lot more. A good Bonanza can be had for about the same price, but will cost more to fly and maintain. But as the 182’s and Mooney’s etc go away which they are, that pretty much leaves Experimental. Mooney abandoned the J because they couldn’t make money on it. Costs of manufacturing a small number of aircraft are so high, you have to sell the Uber expensive Luxury models that have higher profit margins, hence the pushing seven figure piston singles, which for me as a common man, may as well be a G-650. ‘I used to think for years that what wad killing GA was the expense, people simply couldn’t afford it anymore, but then we went cruising in our boat for a few years and I would see a whole lot of seven figure sportfisherman pull up to the dock and take on a $1,000 or more of fuel at a time and realized they could easily be flying for less than that boat cost. I think the difference is they can decide today they want a boat, and as long as the check clears they can be out driving around in their boat tomorrow. Immediate gratification, which is big in the world of today, and learning to fly takes a lot longer.

I tried saying this in a earlier thread, but you did it so much better than I could have possibly done so. On edit, I feel as if we are caretakers of a dwindling supply, and feel that beyond simply maintaining my investment that I should do my best to maintain my aircraft in at least a stable condition, with the goal of each year them being slightly better than they were the year before, and when that becomes no longer possible, I should sell them to someone who can. What are our kids or grandkids going to be able to fly if we don’t? To me it’s painful to see an aircraft tied down rotting away, even if it’s something as ugly as a Tripacer. There is an old Bonanza I walk past every time we go to Crystal River that bothers me, it’s probably beyond saving from a cost perspective. I think a Piper Super Cruiser is there and in the same position.

You know I pointed that out by saying fighters etc have wicked stalls, but then your reference of AF 447, which did have swept wings stayed in a very stable stall for a very long time. ‘It wasn’t the lack of an AOA that doomed AF 447, it was the kids that flew the fancy displays that did. Read the incident, the pilot at the controls had all kinds of warnings, two stall warnings and crazy low indicated airspeed, but as he was the type to fly the computer he couldn’t figure it out. If the pilot had good stick and rudder skills, we would have never heard of AF 447. Would an AOA sensor have saved them? Maybe if it didn’t also ice up, but so would have looking at the attitude indicator https://en.wikipedia.org/wiki/Air_France_Flight_447

In a manner of speaking there are a couple of different types of hangars, one type is a sun shade. The auto comparison if you live down south is “carport” as opposed to a garage. If your down South or especially in the desert a sunshade is way better than nothing and actually pretty good, in Fl for example a sunshade is probably better than a leaky hanger.

Some fly stick and rudder. Some fly the fancy displays and occasionally look outside. Nothing flies closer to stall at high angles of attack, with a load often exceeding aircraft empty weight than a crop duster, a crop duster is right at the edge of a stall in almost every turn as their stall speed when fully loaded is quite high. As the hopper load is quickly jettisonable they do not have to meet 61kt stall with a full hopper, pretty much every Ag pilot either bends the stall warning vane so it can’t go off, or pulls the CB marked stall warning, because they get tired of hearing it in every turn. So you would think every one of them would have an AOA wouldn’t you? Well pretty much none do, I looked at installing them and came to the conclusion after some testing that the pilots being highly experienced were more accurate than the AOA sensor. ‘You’ll find the same thing with bush planes, sure a few have them, usually the guy who buys a new Husky and money is no object will have one, not the guy who flies for a living though. Many very high performance aircraft such as the afore mentioned fighter have extremely wicked stalls that give essentially no warning and as the aircraft is being flown extremely aggressively an AOA sensor has merit, Transport category aircraft fly at exceedingly high angles of attack and have every lift device known to God on the wings, so an AOA has merit. ‘But if your flying a single engine GA airplane in flight profiles where an AOA is useful, then you may should look at how your flying the airplane and why your putting it at such high angles of attack, perhaps buy a good used Pitts to play with?

Anything is fixable, a friend restored an XP-82 twin mustang, restored is a loose word as not much was left to start with, anything is possible. Normally of course aircraft become unfixable because cost to repair exceeds value of the repaired airplane. One thing your going to have to come to grips with is are you requiring perfection or good enough? Then no matter who does it, don’t get too upside down with them, do progress payments, sometimes if you have already paid, there is no money in working on your airplanes so ones that there is money in get worked on ahead of yours and your becomes the airplane that gets attention when there is no other work. ‘Sometimes brakes stick, it’s often from a light layer of corrosion, using a parking brake makes it worse

Seems every fuel injected Lycoming starts differently when warm, you’ll figure out what it wants, I just can’t bring myself to say hot start. ‘New engines that I have broken in burned very little oil as well and oil consumption stabilized quickly, even the radials. To some extent I think those that have issues just can’t bring themselves to “abuse” the new motor ‘Mine for some bizarre reason starts fine full rich and no prime, power set for 1,000 RPM, most seem to require some prime, full lean and full throttle.

When your LOP the amount of power that can be made is determined by fuel flow. On edit it’s determined by fuel flow ROP too, just it’s a variable if ROP, but a set number if LOP. So therefore if your LOP, apparently the fuel flow you were given will be less than the percent power that can hurt the engine. ‘I don’t know the formula off the top of my head, but every engine can produce x amount of power per unit volume of fuel consumed, so fuel flow can be used to determine power output, that number can vary if ROP. but if LOP it’s flat, so you can say for each GPH = X horsepower if the formula is known.

As any sender measures the difference between atmospheric and oil pressure, I’m wondering if maybe the vent on the sender is plugged.

I’m not much for graphs, but I’ve seen people swap injectors around to get them to peak closer together with good success. ‘The EGT temp that a cylinder peaks at is very often tied to compression, a higher compression engine will peak at lower EGT’s than a low compression engine will. ‘For many reasons the EGT that an engine peaks at is irrelevant, but it can sometimes be used in troubleshooting. ‘I’ll second that the condition of the plugs can greatly influence how well and how deep you can run LOP smoothly. ‘I’ve run GAMI’s on two different engines an IO-520 and an IO-540, and on both of those motors fine wire plugs made more of a difference than the injectors did. ‘The IO-520 was a fresh factory zero timed motor and the IO-540 I did the field overhaul with new Millenium’s. On edit. I don’t mean to say you need fine wires, you don’t, but you do need an ignition system to be in good order, it’s harder to ignite a lean mixture,and plugs are often the first to go.

The Big ticket aircraft, yachts etc have been selling very well for years, it’s the boats and airplanes that the middle class used to buy that have been in dire straights. However this post pandemic sales of everything that middle class people is buying is new. I fear the bust will be worse than 08 when it happens, but then I worry,it’s my nature.

If you suspect a rotator, they are easy to test, remove the rocker etc and mark the collar of the rotator, using a wooden dowel smack the valve, it should turn evenly and in one direction every time you smack it. From memory I think clockwise Smack it too hard and the keepers could fall out, so don’t wail away on it. ‘Sorry if everyone knew this already