A64Pilot

It may be Continental’s that has the issue, but one of the manufacturers has a problem with the adapter loosening and the engine losing oil. I believe it’s the one Cessna uses or maybe it’s the one Continental uses on the engines it supplies to Cessna? I didn’t dig into it, just came across it. Either way what I was trying to point out is that adding an oil filter is of course adding more than a filter, the adapter is another failure point, and while I’m making no claims myself, sometimes well meaning modifications come with their own set of problems. ‘For instance my Mooney has some kind of Emergency Vacuum system, and while I’ve not dug into it, I believe it may be more of a problem than a cure. ‘I think I may be removing it at the next annual if I find out that it’s more of a safety issue than what it’s trying to prevent.

So your saying that even if you sign up for LADD with the FAA someone can subvert that by paying Flight Aware a fee and get your tracking data anyway? Or are you saying that for a fee you can allow some but not others to track your aircraft, even if you have signed up for LADD. Or what are you saying, sorry I’m dense I guess.

Yet, many if not most of the tracking sites will post pictures of the aircraft as well if they can get them. ‘I guess just in case the N number wasn’t enough to identify it?

I can’t help you with the balls, but O-ring wise, get an O-ring kit from Amazon and use the one that fits. ‘Every aircraft jack I’ve ever seen uses 5606, which is basically just hydraulic oil, often “jack oil” is automatic transmission fluid, and I think that 5606 and ATF are pretty close to each other. Farm tractor hydraulic oil is often also the hydrostatic transmission oil, so it’s different, but I don’t know how, it’s oil colored and heavier viscosity than 5606, don’t have clue about it other than that though, I wouldn’t use it, I’d use 5606 myself. ‘The cylinders them selves most often have simply O-rings and wiper rings is all. ‘I’d take one to a place that rebuilds construction equipment hydraulic cylinders, I bet they have the parts on hand. Biggest thing that makes an aircraft jack, an aircraft jack in my opinion is the mechanical stop that’s often nothing more that a big nut so to speak that stops the jack from falling if the hydraulics give up. If those have such a device, then they may be worth fixing, if not, maybe not. I think they will be an easy fix

This is the MT prop I have the most experience with and may be their largest? 117” I think, coupled to a PT6-67 engine at 1700 SHP. The Hartzell outperformed it, and was much better suited to conditions where the aircraft was going to, but the customer chose the MT because it looked cool.

Looks like maybe CFIT to me, and if so how would a chute have helped? These two were very good friends of mine, in a CAPS equipped airplane. I feel sure they got into inadvertent IMC and didnt handle it too well even though between the two of them they probably had 20,000 hours and both were Commercial Instrument. ‘CAPS has very limited envelope. I believe that for example normal cruise speed is above its deployment envelope, or have I been told an untruth?

No, don’t go by me, I get the info second hand, but I believe there are some factory adapters that are having problems, and while Air Wolf isn’t cheap I’ve had good luck with their other products, their wet vacuum pump for instance, I believe it’s just a Pesco pump, but it will outlast an engine, a dry pump, maybe 300 hours? There are SAIB’s etc on several oil filter adapters https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/all_safos/media/2021/SAFO21001.pdf https://www.faasafety.gov/SPANS/noticeView.aspx?nid=11590 https://www.askbob.aero/content/lycoming-engines-sap-oil-filter-adapter-saib-ne-10-27 So while I would say that a filter is better, largely as was already stated it’s a great inspection media, but adapters may bring their own issues that need to be thought about, it’s not just a filter, an adapter has to be installed too of course.

I think wood does an excellent job of dampening vibrations, and while it usually upsets some to hear it, the MT is a wood prop

Pretty much exactly it, The AH-64 is supposedly immune to ground resonance as it’s been “tuned out” by design, in theory it would take both a flat tire, and a collapsed strut to allow an Apache to get into ground resonance. Just as a comment if a pilot recognizes it in time and is at 100% rotor, ground resonance can be stopped instantly by taking off quickly, once contact with the ground is broken, the resonance stops immediately. ‘Anyway fast forward to when we did Carrier qualifications for the Ah-64, the Navy won’t “break chains” until your at 100%, we were concerned that being chained down to the deck could initiate ground resonance, but it didn’t. As far as dynamic balancing a prop, I put a three blade Hartzell on my Maule and never could get it smooth, you couldn’t balance it out as it wasn’t a 1 to 1 vibration. ‘I flew once with a Avia Propellor Engineer from the Czech Republic, he said it’s pretty common on aircraft engines that have a lot of time with two blade props, that he believed the crankshaft and bearings wear to the two blade and when you go to a three blade, you’ll never get it smooth. Maybe this is what the OP was saying about don’t balance an engine prop combo that has a lot of hours on it? ‘For whatever it’s worth as a longtime helicopter guy, dynamic balancing makes everything better, everything last longer, I mean all bearings, avionics, everything, you can’t be too smooth.

in 1958 Mogas wasn’t unleaded, well most wasn’t, Amaco sold a “white gas” that was, but maybe that came later? Mogas to quote Avweb is a “non starter” and I intend to agree largely due to it not doing so well in storage. ‘I assume they likely ran 80 Octane and maybe that’s why the plugs lasted so long? https://www.avweb.com/insider/going-to-the-moon-was-easy-compared-to-100ul/

I’m not abdicating eliminating 100 LL. however it’s no secret that the Friends of the Earth and a few others are. ‘I believe making 94UL widely available and at a slightly cheaper price to give some incentive, would significantly reduce the amount of leaded ful eluded and may buy us more time. ‘I actually though long and hard against buying a high compression fuel injected engine, but decided that the sky has been falling for over 40 years and hasn’t yet so go ahead.

I think unleaded gas would really have made the difference, I look forward to the day that hopefully we will be offered 94UL, so long as they don’t jack the price up for leaving something out. Unleaded fuel ought to pretty much eliminate plug fouling, and allow us to move into the 21st century oil wise. ‘Of course a few need 100, but most don’t.

Mine don’t move as easy as I think they should, Acft has 2100 hours. I was going to use zipper lubricant, but think I’ll give the beeswax a try, if that doesn’t fix it, I’ll look into rollers. ‘It’s a PIA to have to lift my butt off of the seat while trying to slide the seat forward, our old C-210 which had a very similar mechanism you didn’t have to

I would add the Air Wolf remote filter. I do think there is an advantage to having a filter, but it’s not overwhelming, I don’t have a filter on my C-85 in my C-140 for instance and probably won’t add one. But an IO-360 is a bit more money. ‘Air Wolf’s is well thought out and safe from what I can tell. some others not so much

Lifepo4 is extremely resistant to thermal runaway, but no battery is immune https://en.wikipedia.org/wiki/Lithium_iron_phosphate_battery However what’s different in any lithium chemistry and lead acid is that with Lithium once charged, you really need to discontinue charge to the battery, you can overcharge them, and that cuts into their life etc, Lead acid Ideally is charged with a three stage charger. Bulk and absorption voltage for a Lifeline AGM, which is nearly identical to our Concorde batteries is 14.3V, actually made by Concorde. Once acceptance rates reached .5% of the banks rated capacity in AH, the voltage should be dropped to float, which is 13.3 V for the Lifeline, ideally voltage is adjusted for bank temperature. But lead acid batteries are very tolerant of being fed 14V continuously regardless of the State of Charge, but Lithium isn’t. So Lead Acid can live with a simple alternator that outputs 14V all of the time, Lithium of any chemistry not so much, but a LIFE cell is more tolerant than any other I believe. We just came off of living full time on a Cruising sail boat, and the difference between camping on a boat and a luxurious lifestyle is your battery bank. Lithium is sort the holy grail for many reasons, but the technology just isn’t or wasn’t there to coddle them like is needed, for instance to disconnect the alternator from the battery bank so that you don’t overcharge the lithium is difficult to say the least, it has a tendency to cause the alternator to fail. So what’s needed in my opinion to bring Lithium on mainstream is a complete redesign of the charging system, specially for Lithium, automobiles with their ECU controlled alternators could do it without too much trouble, and they surely will eventually, I suspect they haven’t because lead acid is simply very reliable and cheap, sure they could go to a LIFE battery and lose weight and have a battery that last four or five times longer, but it’s not likely to help sell cars and isn’t cheaper, so why? Our Toyota Prius with its rather large traction battery bank, has a standard 12V automotive battery to initially boot up the cars computer and run the interior accessories etc. Why did Toyota use a regular lead acid battery for that? My guess is so that Jim Bob in his tow truck can jump start you if you run down the battery, where he can’t the big traction battery.

I think it was as much as anything that the engine was developing so little power it was becoming difficult to fly. that and of course they were about to lose sanity and a I’d guess plotting how to kill each other. At that weight it’s likely even with a healthy motor it was a dog That motor had 2000 hours on it with nothing but oil changes, no plug changes, and nothing done to the mags, no timing check etc.

You guys don’t get it, I have no need to hide, but I don’t like it that anyone can write down my tail number and see where a I’ve been and even purchase every flight I’ve ever made. You can’t find out personal info from the license number of a car from a government website can you? Why? Why does Google blur faces and license plates on their photos? Does there seem to be a disparity between private aircraft and the rest of the world? Why? I do think the Montana LLC will keep my ownership private from casual searches, nothing will of course from extraordinary means. You do lock your house or car when you leave don’t you? Why a professional thief can still break in, so why bother?

The guys with worn out rollers, how many hours on the airframe when they needed to be changed?

What impresses me most about the record is it’s wasn’t accomplished by someone who wrote large checks to have something no one else could afford built to set the record. It was two plain ordinary pilots with a plane Jane off the shelf airplane, doing things that probably would not be allowed now

Honestly if your getting hypoxic at 8,000 ft, you should see a Dr. I’m not slamming you but that’s not normal. People do differ of course, but 8,000 is awful low. ‘Military did a lot of studies of course and a young, healthy person begins to lose their night vision at 6,000 ft, so night you should be on O2 earlier than in the day time. Of course even with the studies, they still didn’t provide us with O2, I wonder if those deployed to Afghanistan had O2 on board?

They should have an onboard BMS or battery management system as Lithium has some special charging needs, and a BMS could keep charge amps within spec. A lot of should’s and could’s, But all this will be addressed in the field approval I’m sure

These surely are a LifePo4 battery and while they are lithium, they are not like Li-ion or Li-Po, they have about half the energy density, but way, way safer, you just about can’t make them burn. ‘Taking them at their word you should be able to install them under a field approval. ‘But why? What’s wrong with the Concorde? Cranking amps isn’t really that important, it’s what’s called reserve capacity that is, that’s what’s going to run all of your electronics and lower you gear when your IFR and have to fly an hour to get to an approach and you alternator quits. Surly they are at least meet the Concorde’s reserve capacity, but I would make sure before i spent the money. ‘Oh, and be sure your OK with the CG change, it wouldn’t make much sense to have to add lead ballast to offset the weight you saved from a battery to stay within CG

This one takes the cake, not as a MPG or whatever, but can you imagine? My understand that a large reason the quit was the poor engine couldn’t make enough power to keep flying one they refueled, so they were having it refuel more often and finally just quit. https://www.aopa.org/news-and-media/all-news/2008/march/01/endurance-test-circa-1958

I’ve sat in a single seat airplane with no autopilot for over 14 hours before, it’s no fun. Ferrying crop Dusters they held 228 gls in the wings and we also turned the chemical hopper into a ferry tank. that added another 510 gls, so 738 gls. At altitude fuel burn is about 40 gls an hour so that’s 18 hours of fuel. ‘I never did it, but many have been Ferried to Australia, the longest leg was from California to Hawaii, Drop tanks were installed for that giving well over 24 hours of fuel on board. The tanks were not droppable

If you have access to rollers you can certainly make your own, but without rollers, it’s beyond my ability. ‘I’ve seen ratchet straps used to some success, but it’s much better if the bend is there and correct.