A64Pilot

It can be determined by a instrument that works off of electrical conductivity, and heat treat by Rockwell hardness tester. ‘I believe the factory drawing for that part is about the only way without actually testing the part, the drawings will of course specify material

It’s been years ago but I was at Sun-N-Fun and some guy was walking around general camping writing down N numbers, so I asked him what was he doing. ‘He said I’m a Spotter. I asked what’s a spotter, apparently there are for some reason or another groups of people that track aircraft movements, for some reason, and apparently post this data on internet forums, this is legal, it’s not an invasion of privacy? ‘I was never comfortable with that. ‘I was stationed in Germany for three years and learned a lot while I was over there, they take privacy SERIOUSLY, for example it’s against the law to have more than one phone connected to a line, reason is someone can pick up the other line and listen in. I read that the Google car that drove around taking pictures was stopped almost immediately, taking pictures like that just simply isn’t allowed, maybe now they can do it by blurring faces and car tags etc. But the German’s learned the hard way 60 or 70 years ago to take privacy seriously. ‘I’ve learned that if your wealthy you have your Lawyers contact flight aware and the other tracking agencies and have them remove your tail number from any tracking, look it up, almost all Biz jets say private for an N number. ‘Try calling the local Police station with a tag number because your curious who owns that car and see what kind of response you get. But it’s public knowledge for aircraft? Its one reason I don’t like ADSB. This time I bought the airplane with an out of State LLC, it would be tough to tie that aircraft to me.

It’s very rare for an automobile to outlast the engine anymore, and even rarer for an engine to be overhauled. Most of the time if an engine is to be replaced on say a delivery van etc, it’s almost always a short or a long block, the only time an engine is removed and overhauled is if it’s some kind of rare hard to find motor and you haven’t a choice, so actually cars long ago went to the model of the exchange overhaul, which is what a zero timed aircraft engine is, so aviation is following the auto model. But Auto’s are a different maintenance model entirely, no one does an annual inspection on an automobile, but historically it’s been shown that if you want a vehicle to last indefinitely, then some sort of recurring major inspection is the way to get there. ARMY does it for trucks and tanks etc., but not on a schedule, it’s after major “events”. ‘An overhaul is a form of recurring engine inspection, once in a blue moon, everything is disassembled, cleaned and inspected, and all high wear items replaced. You can try to convince yourself that your doing the same thing piecemeal, but your not. For instance in the bottom end IRAN was the case sent off for inspection and repair, how about the accy case gears for Magnaflux?

Some of you have noticed that the cost of a factory zero timed engine isn’t all that much more than a field overhaul. ‘That’s by design, both Continental and Lycoming have been raising prices of their parts, and discounting their overhauls, one assumes one pays for the other. ‘It’s simply a way to keep the doors open and your people employed since the new engine builds are a fraction of what they were back in the day, I don’t believe it’s they are evil and squeezing the small shops out of business, but that’s occurring, wheth3r by design or not.

Was actually new fabric on my Maule which wasn’t new, the battery vented overboard so all it did was bleach out the paint, none got on the interior. Lifepo4’s and all lithium batteries do have special charging “needs” they can’t be floated and charging has to be terminated when they are fully charged etc. I just came off living aboard a cruising boat for three years, Lithium has a great many advantages there, but is very problematic, for instance when they are full they have to be disconnected from the alternator, but doing so can or will blow the alternator. Plus the cells have to be balanced although many argue they don’t. Most of this can be handled with onboard electronics in the battery if so equipped, but by the time we stopped cruising due to Covid, a true drop in Lithium didn’t exist, maybe now. ‘Issue is that yes lead acid is so yesterday, the charge profile and voltage stability etc of lithium and weight and power density is far superior, but lead acid is a way mature technology and is known. I guess it’s sort of the same reasons we still have Magneto’s. On the boat I had a 660AH bank of Lifeline batteries, they are made by Concorde battery and are pretty much identical to the Concorde aircraft battery. I had them as they are the best deep cycle lead acid battery there is, and yes they cost more

I’d go back to three, believe it or not but three is safer than four. The reason is your more likely to submarine with a four point,so it’s either three or five. ‘Of all of them I prefer a five, but won’t wear anything myself without inertia reels, so currently I only use my lap belts

I’m based on a grass strip, it’s not real smooth either but OK.’ There is also a TLS Mooney based here as well, so far we are fine. ‘Not all soft fields are grass, and not all grass is soft. Once you get used to grass, you’ll prefer it over pavement, it’s kinder on the aircraft.

Gill wet cell are junk, you’ll hate them when one leaks, they eventually will. ‘I had one leak onto my brand new fabric covered airplane, I’ll never have another Gill. ‘The Concorde battery is manufactured in the US by the Godfrey family,they honestly have one goal and that’s to manufacture the best battery possible, and of course that does cost more, but you get what you pay for. Gill prett much gives away batteries to OEM manufacturers, that way they advertise they are the OEM battery, and many people only want the battery that Beechcraft put in their Bonanza or Cirrus and they sell a lot of batteries from that, but they are cheap junk. LifePo4 will be the next greatest thing, half the energy density of Li-Po but they don’t burn, but they aren’t here yet I don’t think, and the aircraft battery market is so small, and getting a PMA and TSO is so egregious, it may not happen. Several put Odyssey batteries in aircraft with a field approval, but there just is no good reason to go through that when a perfectly fine Concorde exists. Ref an IFR airplane and the reserve capacity of a battery as thats what’s going to get you down when the alternator quits. ‘ALL batteries when new are required to have the reserve capacity checked before installation. except a Concorde, Concorde did a cap check prior to shipping, and ALL batteries are required to have a capacity check yearly during the annual, but it’s almost never done. ‘However if you do fly IFR regularity, you may want to insist on the yearly capacity check. Concorde’s are vented, but they can’t leak

I ask as it was my Father’s Mooney from long ago, He sold it again guessing maybe 30 years ago, but it seems it still kicking. N9241M

I looked and unfortunately my ashtrays are sort of square shaped so these won’t work unfortunately

I’m going to bet that All Concorde batteries are manufactured under a PMA to meet a TSO, their Lifeline batteries aren’t, but I bet all Concorde’s are.

You say these things and likely don’t understand them. ‘The Concorde battery is a TSO’d part, originally the LED light wasn’t, there was no TSO for landing.ignts. ‘So Floats Alaska got an STC, Whalen bought the STC from them for their Parmethius landing light, after that I lost track due to getting out of aviation for awhile. but I feel pretty sure that finally, hopefully the FAA came out with a TSO that covers landing lights

For the aviation lawyers. First look up who is responsible for determining whether an alteration is minor or major. I’m certified to make that call. So far as hiding my identity etc, 10 ply tires pale in comparison to what I read daily about what you non certified people are doing under the guise of “hanger elves.

You would think they would be stiffer, they certainly are thicker, have to be, but I can feel no discernible difference in the Cessna, or the Maule I had before. ‘Maule did have short throw Oleo’s, but the Cessna has only spring steel “legs”. ‘I think it really boils down to neither the Mooney, Cessna or Maule has any need whatsoever for the increased load carrying ability of the 10 ply tires, and the increased weight whatever it is and the greater expense just isn’t justified, but it doesn’t hurt anything. ‘Funny thing is that I was sure that on the light weight Cessna that I would need to run lower pressure, but if anything I need to run higher to lift the edge of the tire from pavement

Hold your breath for that. Going to higher ply tires is a “minor” alteration

Interesting you listed Gann, it’s a rather small shop isn’t it? I know a lot of the Maule people like Gann, I had figured largely because it’s a Georgia shop. I believe the parallel valve Lycoming’s he uses new cylinders, but has the angle valve cylinders rebuilt, that seemed odd to me. Oh, I believe the OP is in Turkey, I’m not sure what his availability is of those shops, but assume there is a Turkish dealer that can get him a Factory overhaul.

https://en.wikipedia.org/wiki/Atkinson_cycle

Way back in I believe the mid or late 70’s several cars did run lean, Chrysler had their “Lean Burn” engine and I forget what Honda called theirs but they had one too. ‘However pretty quickly exhaust emissions killed lean burn engines due to their high combustion temperatures caused excessive NOX emission I believe, this was also about the time that EGR came into use as EGR reduces exhaust temps and therefore NOX, that’s the purpose of EGR, to reduce combustion temps However lean burn may make a comeback as it can in fact reduce fuel consumption, currently I know Suzuki Outboards that are fuel injected will go into lean burn in the middle third of the operating RPM, they can’t at low RPM as the combustion is unstable and the engine runs rough, and they can’t at high power as excess fuel is needed to cool the combustion chamber, but the middle third where most cruising is usually done, they do and burn less fuel, but they don’t have to pass the emissions an automobile does apparently. Now with variable valve timing, and even variable displacement and variable compression ratio, there is no telling what’s coming,if development continues. ‘In particular Mazda is building a gasoline fueled Diesel engine, sort of, and ALL Diesels are lean burn as they don’t throttle air at all, every stroke brings in a full cylinder of air, only fuel is throttled in a Diesel, and that’s about as lean burn as you can get, sort of the poster child for lean burn The Toyota Prius is or was about the pinnacle of spark ignition engine efficiency, and it’s not a lean burn motor. However it’s not an Otto cycle engine either, it’s an Atkinson cycle engine, which is a VERY old design and with the advent of digital engine controls has finally become viable, well that and a parallel electric motor, although since the Prius motor many other manufacturers have part time Atkinson cycle engines now. ‘In short lean burn is a tiny drop in the bucket of what’s going on auto technology wise, question is, will development of the ICE stop due to the rage in electric vehicles?

Yes, and 4 ply for the Cessna, but there isn’t any harm in running higher ply tires, stiffer sidewall and a much greater load capacity that isn’t needed, but no harm. They are more expensive of course so don’t buy higher ply tires than what’s needed as it’s just wasted money.

I keep seeing CB, what’s the reference?

Most tires wear about the same, so thickness of the tread is a good indicator on how long they will last. ‘The Goodyear flight Special III has the thickest of the non retread tires. If your not the type to flat spot tires, in my opinion stay away from retreads as the sidewalls are old and if your the average person they may crack out due to age before you wear them out, Their niche is flight schools who land a bazillion times a year and may lock brakes every so often. ‘If your based on grass like I am, good tires should never wear out, you won’t replace tires until they age crack Your supposed to replace tubes with the tires, the theory is the tubes have stretched to fit the old tires and may not fit the new ones, a tube will fail at a wrinkle if there is one. If budget it the primary driver, there is nothing wrong with Air Hawk’s, but if you paying an A&P to change them, the longer life of the Goodyear FS III may make up for the difference in cost with its longer life. ‘My next mains will be 10 ply Air Hawks, because I have a set, 10 ply because they were for the tailwheel of a larger crop duster. The10 ply’s work fine on my C-140 so I don’t expect any issues with the heavier Mooney. But don’t buy 10 plies, there is no advantage that I can think of, they must be heavier, by how much Ihave no idea.

Your going to need a dial indicator too of course. ‘If your not certain how, look up how to degree a camshaft.’ Post your numbers if you don’t mind, be interesting to see what they are.

For a lot of overwater flight I’d want a zero timed motor, but I wouldn’t leave until I had 100 hours on it. If I had the money to spend on a zero time motor, I’d want roller tappets, and independent mags. Other than cost there is no disadvantage of a factory zero timed motor.

To simply verify the stock gauge which you do need to fly to do, simply remove the xducer and connect where it was, no T Involved. ‘Do not fly with another gauge installed unless of course its STC’d as a primary. But the best answer is have a shop with a dead weight tester verify the gauge, that’s the hand pump. what makes it valid is it’s gauge is calibrated

Without a GPS signal the position is triangulated by satellite passes, so yes they can accurately triangulate you,but it takes time to get several passes, depends on if your willing to wait a day or so. A good ELT has a built in GPS, ref the EPIRB mentioned above, that’s a boat thing, stands for Emergency Position Indicating Radio Beacon. and an EPIRB for sending out an emergency signal is as good as it gets, but it won’t be automatically activated in a crash. ‘When I ferried aircraft to Central and South America I carried a Sat phone and a PLB, a PLB is pretty much an EPIRB, except it doesn’t float or auto activate in water, and has a shorter battery transmit time. Aircraft I was ferrying didn’t have ELT’s The Garmin Inreach and Spot etc advertise them as rescue devices, but they do not transmit to the RCC, the Air Force Rescue Coordination Center, for those you have to hope the person in the call center or whoever gets the emergency message gets it right. Probably more than you ever wanted to know about EPIRB’s PLB, and ELT’s https://www.sarsat.noaa.gov/faq 2.html