A64Pilot

I don’t think that part of the head gets that hot, I say that as over 300F might cause the oil to coke, and it doesn’t. ‘Might put a thermocouple on one to see

I believe that a cu ft of a gas will be a cubic foot regardless of temperature, pressure will rise with temperature, but it’s mass won’t. I’m sure the aircraft is weighed empty, the O2 bottle can hold 10 lbs as can the hat shelf, but both are empty. Aircraft aren’t weighted to such exacting tolerances to begin with, the scales just aren’t perfect. Military weight cells for weighing OH-58’s had a plate on them saying the were accurate to 10 lbs or .1% whichever was greater, so you could weigh an aircraft perfectly and be 30 lbs off. ‘We would raise and lower the aircraft four times zeroing the scales each time, throw out the weight that was furthest off and average the three, about as good as you can get, but airplanes I’ve only seen weighed once. ‘It’s sort of a measure it with a micrometer, mark it with chalk and cut it with an axe kind of thing. Meaning that the O2 bottle weight is an intelligent question as it’s back in the back isn’t it? If so then with that arm 10 lbs could be significant. ‘Great “Stump the Chump” question for check rides.

I don’t see how it’s paying your share. Do they tax automobiles that exceed 90 days? Why not? Where did 90 days come from, will it become 30 in the future? Yes I’m being argumentative, no I’m not trying to insult. I don’t like being found guilty of laws or taxes that I’m not aware of, FWC stopped me in my dinghy, yes a little inflatable boat in Jacksonville for going too fast in a Manatee zone. So I asked where are the signs? Shouldn’t it be posted? According to FWC it’s online, go to some page on the City of Jacksonville web site and the Manatee zones are posted. Just as I’m sure somewhere it’s posted that Virginia will levy some significant use tax if you accumulate 90 days in State in one Calendar year. I bet most discover this when they get the letter saying the tax is due, and I believe that’s wrong. Laws like this should be plainly posted at any FBO, that way your informed and can make an informed decision if you desire to exceed 90 days or not. By the way, I laid out a logical argument to FWC and along with ensuring him that I’m retired and had nothing better to do than to go to court over it and he let me go. By the way, he was an unmarked FWC, something else that I disagree with. OK I’m off my soap box now, but I do believe that if we are being unfairly treated or singled out that we have the obligation to politely raise our hands and ask why, and to try to change it.

Get a can of trike from work and spray the area clean and while watching it have someone start it. The trike is trichloaflora something, it’s often used to spray cannon plugs clean, AKA contact cleaner but all the Army mechanics will call it trike, or used to anyway

It’s only on this forum too, it’s an older 12.9” Ipad pro running 14.4.2

I doubt it’s Certified for us, engine HP is significantly different, and I doubt it’s much if any more clearance, the big motors need more prop than us.

I can’t figure it out, I’m using an Ipad and it does it most times at the beginning of a line. It will put the quotation mark there by itself, I can back space and delete the letter I typed and retype it and it won’t put it back in, plus it’s not always there. Now for instance, it’s not doing it? It’s only this forum, nothing else and even on this forum when sending a PM it doesn’t seem to do it, and it doesn’t always do it. Initially I would go back and delete all of the marks, but that got old fast so I stopped, but as you can they aren’t there now? Its way over head, I assume it’s something with the forum software and Apple, but surely there are many other people using Ipads, and it’s not consistent? Any ideas? It’s annoying

A very large reason why aviation has been so stagnant for seemingly forever is that long ago we lost the bottomless pockets of the Federal government. ‘The US taxpayer paid for pretty much all of the aviation advances and standards back in the day because were were in a Global war, since then of course the taxpayer is still paying for advancements, unfortunately most aren’t applicable for our little slow airplanes with piston engines and propellors. ‘So that means of course that the end users, meaning us have to pay for whatever we get, and the companies supplying the products have to make a profit or they don’t stay in business. Why I’m bringing this is up is yes, a whole lot more can be done than is done, more isn’t done because by the time you amortize out the expense of doing more over the relatively few products that are sold, you have to only spend on development what you can afford, so it’s not been a can it be done thing for a longtime, for decades it’s been a can we do it and make money? But bottom line is, are you happy with the product, does it meet your expectations? If the answer is yes, then it doesn’t matter if super computers were used to calculate loads for each kt in flight over a range or RPM’s and air density and engine torques or not. I Think you woud be surprised at how much design by eye is done, and how much the old adage of it looks good, it will fly good holds true. The thing that I get back to when people think that because of all the super computers etc that exist now and there just isn’t any room for Jim Bob to have a flash of inspiration is the Gurney flap, Boeing and I believe Bell with their helicopters have become enamored with it, because it works. So every once in a while some common guy with little or no training comes up with something that works.

That certainly puts to rest the question of whether flightaware and ADSB is used for taxing purposes. Surprised the answers were so straight forward

Metal blades are enormously strong too and have a tendency to stay in one piece even when stupid foirces are applied. This is what that four blade Hartzell looks like when the aircraft impacts the ground at just below 200 MPH and pulling in excess of 6 G’s, with 800 SHP applied. Of course that’s ridiculous force, but I don’t worry about whether my metal prop will take a hit from a Buzzard etc either, I’ll do the strike inspection after I land.

You remind me of an Aeronautical Engineer I hired who pretty much immediately wanted to spend a whole lot of money on a computer system, saying you just cant design an aircraft without a computer. We met in the middle, he got his computers, but not to the level he wanted, we couldn’t afford that. So I asked him how Kelly Johnson designed the SR-71? Don't discount the old guys and the old designs, they were actually awful smart and I believe some just had a knack for design, they could literally look and know if it would work or not, they were artists. CAD and it’s brother CAM just took the art out is all. ‘Google why is a metal aircraft propellor batter than a wooden one instead of listening to me. ‘Many of those detriments were solved with fiberglass covering the blades, but stiff blades are desired for propellors, my guess would be because if they flex determine how much and when etc and designing for thst gets tough, real tough, but that’s a guess. ‘Prop design is tough, it’s not a solved science believe it or not. I Certified GE’s first and likely only turboprop aircraft. By far the absolute best performing propellor for that engine was Avia’s 106” three blade, Joe Brown came down with some Engineers and we discussed that, he took it personally, he didn’t like another company having a better performing prop, so we tested several props over a month or so, we had no diameter limitations and a max RPM or 2080 meant we cold turn some long props too. Well nothing Hartzell could come up with could match the Avia, The Avia was just a real performer. The owner of Avia is a great guy and I really wanted to go with his prop, but there was no where in the US that you could get it overhauled, and Hartzell shops are everywhere. Anyway Hartzell Engineers studied the Avia prop and determined that they couldn’t build it, the blade profile made a blade that due to weight was beyond Hartzell’s hub’s centrifugal force limit, so they went back and designed from scratch a four blade 108” prop that was heavily tip loaded, meaning of course that the tips carried a lot more thrust than normal. and it really woke up that aircraft, it significantly outperformed the computer models, for whatever reason they lucked into a winner. ‘You can believe me or not, but I doubt any propellor company has better computer modeling than Hartzell, so computer modeling is great, but it’s not always perfect. First pic is the four blade Hartzell, second is the three blade Avia. Now while I said in general the less blades the better performing, that’s not always the case, in this case a four blade significantly outperforms a three blade. ‘It’s not always about number of blades, Hartzell could likely have built a better performing three blade, but unfortunately they didn’t have a three blade hub that could handle the centrifugal force required, so sometimes limits exist that we don’t even know about, and those limits drive design.

Without getting nasty an MT is a composite prop. it’s a fiberglass covered wooden prop, which by definition is a composite. But it really shouldn’t be grouped with the Carbon fiber blades of other manufacturers Performance wise the “Scimitar” etc blades are really more about looking cool. from a performance perspective there just isn’t much difference if any, although there may be some slight noise reduction from a swept blade, that’s really more tip speed dependent. Any prop blade that flexes reduces pitch, a force is applied and causes the blade to flex to reduce the force, they don’t flex and increase pitch or scoop more air, they will also “cone” which means the blades will flex and the prop disk become cone shaped. The BIG advantage of metal blades over wooden ones is that they don’t flex as much. Nickel from a sand erosion point is far superior to either aluminum of course or SS, the BlackHawk’s blades leading edges are Nickel, the Apache’s are Titanium, the Nickel seemed to wear as well as the Titanium in the desert. Some of the old round tip fat blade props perform very well, they may not look as cool. but performance wise they are tough to beat, and some of course perform poorly. ‘I’m not sure for example that there is a better prop for my J than the factory round tip Mac. Depends on what you want in a prop, I assume most of us Mooney guys want high cruise speed, while a C-185 on floats may want high bollard pull to get onto plane fast. ‘Any speed increase or decrease shouldn’t be hard to quantify, however if it comes with a new engine, then the new motor ought to give some speed by itself as usually an old tired motor is down on power some when compared to a new one. On edit, even if there is no speed gain, the lower weight which of course increases useful load and the better CG along with increased ground clearance (I assume there is some?) is worthwhile. Different kind of airplane, but I went from an old round tip straight blade two bladed Hartzell to a cool looking three bladed Hartzell Scimitar, lost slightly in climb and lost 2kts cruise and gained 12 lbs on the nose which of course pushed the CG to the forward limit, and I believe that CG shift may have been responsible for the loss in performance ‘In my case the CG shift was a good thing because then I could really load the aircraft heavy before it got out of aft CG.

You see this i’m a lot of forums, people drop a question and want an answer now, they don’t want to join a forum and interact etc., they just want an answer. Often they get rude about it if asked any questions too, and just as often it’s really tough to understand their question as it doesn’t make a lot of sense, use punctuation etc ‘I believe it’s just an internet “thing” some of the younger among us grew up with that phone in their hand and it brings in a whole different set of social norms. This person was not at all bad, but as a norm you never hear back and never get a thank you.

I would use blue loctite, do NOT use red. I would suspicion that possibly the gaskets are compressing over time, but blue loctite should work and do no harm. ‘Anti sabotage lacquer AKA slippage mark wouod tell you if one has moved on inspection.

Ref the they have to prove you were there etc. I don’t believe that’s the case for tax, I’m certainly no tax lawyer or expert, but I believe for whatever reason the burden of proof is on you. I also don’t believe that ignoring it is going to work, tax wise I believe they levy penalties and interest over time, time is not on your side. If it’s 90 total days in one year as opposed to 90 consecutive days, that may be tough to prove. I’d bet that a logbook is legal proof, I know it is in the Marine world and bet it is in aviation, it would be my only way of proving where I was. It’s my belief that States are using ADSB for tax enforcement, they used to walk the ramps and check hanger rentals etc, but flight aware is so easy, you don’t even have to get up from your desk, if your job was to find aircraft that owe tax, wouldn’t you? Some ADSB transponders have an anonymous mode. if your transmitting 1200, even ATC only sees VFR, not your tail number, then having the FAA not release your tail numbers to outside agencies may help, but it was proved to me that there are private agencies that collect the data anyway, and while I question the legality of that, I’m a nobody, it’s going to take AOPA or similar I think to fight that battle. ‘I think if you had a log book showing that you weren’t there for 90 days that you can beat this, but I am no lawyer. I got into a argument with Ga about a boat that I kept in Fl and could prove that it was in Fl every day of the year and Ga law said I only owed tax in Ga if it were there for more than 6 months. When shown the proof the Ga tax person she said show me where you paid Fl tax and I won’t charge you Ga tax, Fl doesn’t tax boats so I couldn’t. I knew I could win but I woud have to hire a Lawyer to do so, and that would cost more than the tax, so I ended up paying tax that I didn’t owe.

This airplane also has four blade MT propellers https://www.airspacemag.com/military-aviation/last-long-distance-escorts-180973974/

Those were generalizations which don’t mean much of course, but you have to admit your aircraft is a little unusual compared to a normal average GA airplane, It really benefitted from less weight, and any extra ground clearance is a very nice thing to have, most aircraft don’t have those issues, so my guess would be even if you gave up a couple of knots it would still have been a win, and moving the CG aft just might be why you didn’t, possibly, who knows, so long as it worked for you is all that matters. I personally wouldn’t have an MT prop because the owner is an Ass. He owns a part of Avia propellor also, which means Igor who is an outstanding good person has a cross to bear, he owns the rest of Avia. I think the little German fellow had his butt whipped and his lunch money stolen too many times in grade school maybe, he certainly has that attitude. Joe Brown who owns Hartzell however is a very nice, genial person, be a great neighbor. Joe would own up to any mistakes, apologize and personally ensure the issue was fixed, but there are few problems.

As a general statement, the more blades there are, the smoother and quieter a prop is, even if the diameter is the same as with more blades often require less pitch so the airflow over the tip is slower. ‘Also the more blades there are, the more drag there is, usually more than two blades are used for ground clearance issues, a two blade prop in most cases will perform best. The Navy Greyhound COD has eight blades I think there is I believe a Russian cargo airplane that may have more than that? More blades is usually more weight and money too.

What many will do is order a factory overhaul and when it arrives, swap out and send the old engine in for the core charge of course. ‘Accomplishes the same thing, but may cost more, but is a lot more simple, plus factory zero time motors make a airplane easier to sell or bring a higher price than most field overhauls

MT prop would be significantly lighter, and I believe shorter meaning more ground clearance. I’ve not flown one, but woud be surprised if didn’t lose some performance. ‘I woud be surprised if it wasn’t smoother and quieter too.

It was for ATC services or similar, so yes.

It’s been years ago but I flew through Canada and when I got home, I got a bill in the mail

It’s been what a week ago when I was made fun of for trying to “hide behind a Montana LLC” ‘It’s been a few years ago, but Fl got real aggressive chasing aircraft for the use tax, and there are a lot of out of State aircraft that spend winters in Fl, and therefore a huge amount of free money ‘If your curious FL law is if your in the State for 90 days,even if your a USCG resgistered boat, you WILL be registered and buy a sticker. I feel sure the non US Yachts are exempt, the foreign flagged vessels that don’t pay US tax. ‘There are legal ways to avoid these problems

I can’t answer why we need Mode-C, it would seem that ADSB would supersede it. ‘However I’d bet lunch money that while the FAA required all of us to buy ADSB, they themselves haven’t fully integrated it, meaning I’d bet that a lot of their equipment is using Mode C and not ADSB yet. ‘That’s just my guess

There are also Viton line silicone hoses,but as Viton is a brand name, and other than it being a synthetic rubber I’m not sure what it is. I’m no chemist This may be a Plexiglass / Ploycarbonate discussion. ‘But it’s irrelevant, all I was trying to do was keep people from buying plain silicone hose to put on an airplane and expose it to oil.