A64Pilot

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

Still don’t understand, if you lean an engine excessively al low power, if you advance to full throttle it will quit. I can’t imagine being able to lean so much that an engine will idle at full throttle? Only thing that does that is a Diesel.

I believe the only really logical case to go to independent mags could be made at overhaul. Lycoming I believe will swap out your case for one with independent magnetos if you buy a zero timed engine, they may even discount it.

There really is nothing wrong with a dual mag. It’s just as reliable as independents, there is nothing in your accessory gearbox that can break and one mag still continue to function, the only real single point of failure for a dual mag is the single drive shaft, and has anyone every heard of one of those breaking on a mag? The only real issue is parts availability, I believe the dual mags are no longer manufactured? However there is no logical argument for a points based magneto, none. Lawnmowers went to electronic magnetos decades ago as did everything else, outboards etc. You can easily have self generating electronic ignition, back to lawnmowers, weed eaters etc, and there is no reason not to have an electronic module to replace the points etc in a standard magneto, just there isn’t enough money in it due to Certification hurdles and low volume.

I don’t understand what your saying, do you mean if you lean? For those that want to lean for taxi, if you lean, lean the snot out of it, lean it as far as it will run decently, you can’t hurt it by excessive leaning at taxi power. ‘The reason to lean the snot out of it is so that when you forget to go back to full rich for takeoff, it will spit and sputter and then you’ll remember.

Not so sure the one the fox got did.

The relief valve doesn’t care about oil temp etc. It will open when the pressure on the valve overcomes the spring, and once it begins to crack open within reasonable limits it will hold that pressure. Of course colder oil being higher viscosity will hit higher pressures at lower RPM than hot thin oil will, so really testing with cooler oil is good. ‘However as has been stated please don’t adjust the oil pressure to make an old never been calibrated gauge read good, until after you have confirmed it’s accurate, a great many aren’t, they were really never precision instruments to begin with, their greatest use was to spot trends, I.E. my gauge usually runs a x, now it’s lower. Be glad you have an adjustable pressure regulator, many have to be removed and disassembled and washers added or removed. When I overhauled my 540 I installed an adjustable regulator and if memory is right, they aren’t inexpensive.

A LOT of people think they know about car engines, but usually really don’t, and they try to apply this disinformation to aircraft engines, and then sit back and say how stupid the aircraft engine manufacturer is. ‘Well. I have a few eye openings for you, to start with our knowledge of recip aircraft engines has not advanced much in 70 years. The reason for that is not what you suppose, but the reason for it is the extremely deep pockets being the Military has no use for recip aircraft engines and hasn’t pretty much since WWII, so the endless research and bottomless budgets dried up long ago. Then there is the obvious economy of scale, how many new aircraft engines do you think are manufactured each year? I bet Toyota build more car engines in a single day than Lycoming and Continental do in a year. ‘Tell me what is it about aircraft excepting avionics that isn’t one Milspec or another? But lastly for a great many reasons aircraft engines and automobiles have little to do with each other, from fuel, to being air cooled , to operating RPM and percent power output, emissions controls etc. For example there is very little to no advantage to variable ignition timing on aircraft engines, and if you do go that route, you might want to give the folks at Hartzell Propellor a call and ask them about variable ignition timing, there is more to the system than you know. Now, I’ll admit that Magneto’s shoud have gone the way fo the Dinosaur 50 years ago, but they do work. ‘The bottom line is that there are and have always been snake oil salesmen, and the first thing they do is take the uneducated and inexperienced and convince them that the manufacturer of a product are idiots that don’t care and well are just stupid, but buy their product because they are so much smarter and have your best interests at heart. ‘Oh, they always spin a convincing tale to those that don’t know any better.

I’d say your correct for 121.5 ELT, but not the 406. the 406 sends a signal to the RCC that says the tail number to the airplane is down and gives an exact location if it’s a better one, the old ones didn’t give a position and it took a few satellite passes to determine position. ‘But a 406 is registered, so if your 406 ELT goes off, the first thing they do is call the telephone number on the registration, if someone answers and say yes he’s out flying then they get serious. FAA never wanted ELT’s Congress mandated them after a Congressman went missing in Alaska and wasn’t found. Just trivia. https://www.aopa.org/advocacy/aircraft/aircraft-operations/emergency-locator-transmitters

I believe your correct, that is the Airframe manual supersedes the engine manual, and I’d bet that somewhere in the engine manual is a statement to that effect.

The only real glaring example of people abdicating operations not in accordance with the operations manual is one company that says buy our products and run your engine lean of peak and keep your airspeed up etc, they even go so far as to imply the engine manufacturer, (Lycoming) are a bunch of idiots. ‘So Lycoming published a paper obviously pointed at them, to have of course the company or maybe one of the others that profit from the product to write a scathing paper about how stupid Lycoming is. ‘Oh, and by the way if you read Lycomings published breakin procedure, it amounts to “fly it like you stole it” all the initial run ins should have been accomplished prior to it being handed over to the pilot.

Trust me, remove your pressure transducer and install an inexpensive automotive type of direct reading pressure gauge, use it to verify your pressure. ‘A stuck closed high pressure relief valve is extremely unlikely, and if it were stuck closed, your pressure would skyrocket on initial takeoff when the oil is cold and thick, not in cruise when it’s hot like in your photo. Don’t go mucking with your engine and adjusting oil pressure to make a bad gauge read good, verify that gauge before you touch your engine, you don’t have to fly or even taxi to verify the gauge. Too high an oil pressure is as rare in an engine with hot oil as Unicorns are, not impossible but very unlikely. ‘The best way to test the gauges with what’s called a dead weight tester, that when the transducer is removed from the engine and installed into a small calibrated pressure pump and then the mechanic can crank up the pressure slowly and compare your gauge against a calibrated one. Many smaller mechanic shops won’t have one, but a good engine shop certainly should. ‘That’s the best way

I just remembered, if that **** isn’t perfectly aligned to the panel it catches somehow, loosen both screws and see if it gets any easier, then lightly pry it to one side or the other and snug up the screws, if you find a spot that it’s not too tight, tighten down on them. Mine is much tougher to flip than the others, I assume it’s because it’s actually two switches, or maybe mine is going bad too? ‘The split Cessna switch would probably work, our Master isn’t split though, the Cessna one side is alternator and the other the battery relay, I believe we are the same, but don’t have the ability to turn off the alternator with a switch, we would have to pull the field CB. ‘Maybe Cessna does it that way as usually you can’t pull their breakers? Oh, I have an 81J so I assume we are the same.

You don’t replace them when they are dead, the replacement interval is based on being able to guarantee X number of operating hours in a cold environment. 121.5 / 243.0 ELT’s are worthless as those frequencies aren’t even monitored anymore by rescue coordination centers. 406 on the other hand, works and works well.

I believe it’s just a double pole, double throw switch with spade connectors, if you wanted to temporarily install something that would work if you can’t get the correct switch for awhile

Read the second paragraph of the link I posted, the Supreme Court and the FAA disagree with your definition of Shall.

That makes me think he’s getting a zero time motor from Lycoming. ‘Manufacturer’s or their designee’s can zero time, designee’s are rare, but it’s allowed

By using the words “It Is Recommended”. that means you should, but don’t have to. If it were mandatory, it would say “The following parts MUST be replaced”. It can even get more vague when the words “Will, Shall and May” are used. https://www.faa.gov/about/initiatives/plain_language/articles/mandatory/ Having said all of that, your foolish not to replace those parts, especially if your a professional.

I’m thinking if it’s a combo manifold / fuel flow gauge, it’s actually a pressure transducer, most combo gauges are actually pressure gauges marked in GPH as pressure can be used to determine fuel flow, not as accurately as an actual fuel flow transducer, but accurate enough

Thanks, The hardware that holds the balance weight in is called an “Iron Flat Head Rivet” I’ve not heard of such a thing before.

Have any of you guys seen that filter, and the inside of the vacuum instruments from when people used to smoke in the airplane? That was nasty

I bet it’s the gauge, I’d temporarily install a direct reading gauge and verify that the engine oil pressure is correct. ‘Don’t do anything to the engine until your sure the oil pressure is actually high.

Thanks for the link, I downloaded it. ‘However I can’t find in the manual how the weights are installed as in what is that that looks sort of like the bottom of a Huck bolt that’s attaching the weights? I know it’s not a huck bolt of course, is it some kind of rivet that I’m unfamiliar with?

Yes, exactly correct

This is what I’m talking about, it would solve some issues for me, it’s a complete Mode S Xponder with ADSB out , doesn’t even need a blind encoder, everything is in the tail light, but it weighs 5 oz, and as far back as the tail light is on a J model, I’m sure I would have to rebalance the rudder. and yes of course that means it comes off. https://uavionix.com/products/tailbeaconx/