A64Pilot

Depends on where you are, in Alaska and the NWT it’s common and normal. there are even restaurants on the side of the Alaska Highway as you fly by that will have aircraft in the parking lot, and a few gas stations with extra long hoses that you land and taxi in and fill up with car gas. ‘There used to be a Marina in the Panhandle of Fl that was out on the end of a causeway, you would call them on the VHF and a VW van would run out and place a saw horse across the road and you would land and taxi in and park to eat, when you went to leave the process worked in reverse. ‘I’ve stopped and stayed here several times, you don’t land on the road but you do taxi down it to park the airplane in the grass just across the street from the Motel, be sure to stop at the stop sign before you cross the main street. https://www.funplacestofly.com/funflydetails.asp?id=411. But most other places the local LEO will ticket you for operating a motor vehicle in an unsafe manner and the FAA will get you for being reckless and dangerous. In flight school in the Army we had a classmate that just disappeared one day, turns out he had run his Piper out of fuel and landed successfully in the parking lot of the Super Bowl. The FAA apparently got upset when he got some car gas in a can and flew it out of there. At least that was the story that was going around.

Book speeds for any aircraft don’t mean much, Book speed for my M20J is 175 kts and on my pre purchase test flight I did get 168 out of it full throttle and 2,000 MSL at 2600 RPM, and burning 19 GPH. ‘But who will ever fly like that? I can get 150 kts LOP at altitude, burning 8 GPH, or 160 not LOP and burning 11 GPH. I assume the airplane your looking at will achieve similar results, with slightly different numbers, but if your expecting “book” numbers you won’t be happy, and if you run it that hard, it’s likely you won’t be happy either

I would do this, but it’s going to take a structures DER and your going to spend some money determining load paths and stresses etc., and even then in truth it’s going to be an educated guess, so a good DER will leave good margin. But he’s going to need some measurements of course, unlikely he will travel to the airplane. 10% is a generic answer for anything, like 4130 tubing for example and takes nothing into consideration. ‘If you had bought an annual and not a pre-buy then you would have some recourse for them missing it, but as a pre buy isn’t a defined term, it has no standards that a shop can be held to.

There are separate, independent bladders that are connected to each other in each wing. I have three in each wing and I believe on a J model that there could be four.

Surely people realize that Amazon does not sell aircraft parts?

Still has your name on it. ‘This is my C-140. There are hundreds, maybe thousands of people with 411 Walnut St Green Cove springs address. ‘It’s a mail forwarding agency that’s used by people who live on a boat and cruise and have no address, Also many RV’s and quite a few traveling contract Nurses etc. ‘It gives you a legal address, and will establish you as a Florida resident, and allows you to vote etc. Fl has this figured out, for example the address on my Fl drivers license was the Coast Guard registration number for my boat, I had on file at the Clay County Courthouse a “document of domicile” that named my boat as my domicile. ‘However since 911 the Patriot act doesn’t allow you not have a physical land address, and they know about the mail forwarding agencies, so I was not allowed to have a bank account etc., so we were forced to lie and use a family members address, USAA knows all about this, that address was not used to send any mail to etc., it was only to satisfy the Federal Government. ’Funny thing is, your allowed to live in a box under the main street bridge, but your not allowed by the US Govenment to live in an RV or on a boat. This combats terrorism?

Very few actually. ‘My Company made the power levers that are used in the Predator B or “reaper” which uses a Honeywell G10 turbine, the old piston predator is pretty much retired, my be all gone I don’t know. So I could infer about how many Predator B’s were being built by how many power levers we sold, and it’s a lot more than I thought. Lycoming did build a spark ignition jet fuel engine for some kind of drone as the Military has been one fuel forever, the last use of gasoline in the Army was the cook stove, and it went away in the 90’s? Replaced by I’m sure one that burns JP-8, which is Jet-A. The Lycoming motor is some kind of small motor I think. https://www.lycoming.com/engines/el-005 ‘Mercury outboards also built a spark ignition outboard that burns jet fuel, likely JP5 for special ops, as gasoline is not at all what the navy wants onboard, http://www.marineenginedigest.com/profiles/mercury/Mercury-Optimax-Military-Motor.htm in fact before I could conduct carrier quals in an AH-64 long ago we had to burn three tanks of JP5 through the aircraft before we were allowed aboard, even Jet-A is too explosive for them, gasoline is an absolute no-no

Found an article specific to aircraft https://blog.aopa.org/aopa/2015/04/13/destroy-your-engine/

99 % of the “valve” rattle and knocking we hear isn’t detonation. it’s pre-ignition. 70’s cars were the worst. pre-ignition isn’t usually all that harmful. ‘Thankfully detonation is rare, most likely you have never heard or experienced it, very often even short duration detonation is destructive

The cylinder heads do run cooler, often much cooler, but it’s largely due to the lower power output as cyl head temp follows power output pretty closely. ‘LOP does work, however it’s for low power, don’t believe that it’s not, no gasoline piston engine that I’m aware of doesn’t go into “power enrichment” when run at high power, even the newer computerized fuel injected outboards, that excess fuel does help cool, it’s not needed to make more power, it’s needed to keep the temps in control. So I’m thinking the marketing dept made that decision, because run one LOP and it’s not the “Hot Rod” it is ROP. Lycoming doesn’t recommend LOP, in my opinion that’s not because it doesn’t work, but because the power loss in a Lycoming is quite large, that may be due to lower swirl in a Lycoming combustion chamber. Swirl is something that’s pretty new, it wasn’t thought about back in the day when Hemi combustion chambers were the hot ticket. One day maybe airplanes will have Pentroof combustion chambers and four valve heads, but I’m not holding my breath. So if LOP is used as an economy measure, which also means lower power and slower speed, it won’t do any harm, and in fact I believe a solid argument could be made that an engine operated that way will outlive one run at high power, rich and higher cyl head temps, of course that guy is going much faster and a counter argument could be made he’s running his motor for less hours I guess. ‘It’s when people try to recover the power lost from running LOP that bad things can happen, face it, yes it can be done with modern computer controlled engines with knock sensors in the manifold and the ability to independently adjust each fuel injector and vary ignition timing independently for each cylinder, but for our maybe 1940’s engines? Maybe not. We think with engine monitors we have all the data to do it, but compared to a microprocessor hooked to a knock sensor and an O2 sensor in the exhaust and learning ability to build injection and timing “maps”, we just can’t possibly run at the edge like those motors can.

Were it not available to any and all, I’d agree, but the FAA has determined for whatever reason that aircraft owners are allowed zero privacy, registration is openly available as well as our every flight, because your not allowed to turn off your ADSB. If it bothers you, and I think it should, make your complaints to those that might could make a change, elected officials. AOPA etc.

Wow, did you read that? I’m going out in a limb and going to say that the issue was foreign nationals drug trafficking and other illegal activities, not LLC’s

cut and pasted from here https://www.49dollarmontanaregisteredagent.com/vehicle-llc Maybe they are lying, and I’m certain a court order gets all your info, but John Q. public isn’t. ‘They do aircraft too, aircraft are less expensive and easier as there is no license tag, title etc. Benefits of Using a Montana LLC to Own an RV: Remain anonymous. When you hire us to form your Montana LLC, we keep your personal name off public record. Keep your license plate information private. Anyone can look up a license plate number and get the same and address of who the vehicle is licensed to. If you have a Montana LLC own your RV or motor home, they find your company name and address. License plate lookup. Anyone can look up a license plate number and get the name and address of who that vehicle is registered to. The privacy of this alone is worth the whole process. It’s time to play with the rules the rich created. Loopholes, loopholes, loopholes. Our laws are written by people who have the money to buy lobbyists–people who basically buy and sell laws that they have interest in. The middle class gets stuck playing with the rules the rich have written for themselves. You finally have a loophole now that you can use to make the cost of owning and RV less. Data. If you own an RV in your personal name, your personal name gets associated with assets. Data aggregating companies will get your data from public registrations, associate you with a certain amount of assets, and sell your information over and over and over again, so that company after company can proposition you with offers to buy stuff. By not owning an RV personally, you can keep your personal name from being associated with assets, and you will reduce the amount of solicitations you would get otherwise.

I’ll run LOP myself often but I do so only at lower power. What bothers me is when I read that you can run high power LOP. You can go fast, or you can run LOP but you can’t go fast, LOP. Much of the fuel saving from running LOP is actually from slowing down, but who cares why, so long as you burn less to cover the same distance. Detonation destroys engines, so avoid operations that may allow it, I won’t bump my timing up either, although I’m sure you can get away with it, it reduces the margin. Lycoming is a different combustion chamber design than Continental, and I suspect just from listening to some of the Continental’s idle they have a more radical a profile too. The 210’s 520 loped like a dragster. I used to love to hear it idle. ‘Point is I think Continental engines work better LOP than Lycoming, or at least a 520 works better than a 540, I can’t speak for others, but my 360 without Gami’s runs smoother leaner than my 540 did, maybe it was because the 540 was a parallel valve motor?

This does a decent job of explaining detonation, but it should be noted that detonation can occur at pretty much anytime there is fuel, air and compression, to include even after the spark plug has fired, however that detonation is not usually as destructive as often the piston is on its way down and combustion chamber volume is increasing. It’s most destructive if max pressure occurs prior to TDC as that blows pressure and heat through the roof, because there is no where for it to go. https://www.procharger.com/what-detonation-and-how-can-it-be-controlled Many people think an engine runs off of “explosions” of the air fuel mixture, and that’s incorrect, it’s actually when compared with piston speed actually quite a slow burn, however detonation is the explosion many think of. Some think that Diesels detonate as a normal operation, but excepting for initially starting, they don’t, the fuel burn in a Diesel is initiated the moment fuel becomes present, there is so much leftover heat from the combustion event that occurred fractions of a second ago that it ignites the fuel. But cold diesels will knock, and that knock is sometimes detonation of a partial fuel charge.

My Brother detonated an IO-520 in a Cessna 210 to death trying to keep up with me in a S2R-T65HG, Somehow he thought you got more power when you leaned one out, it took awhile as he called me on the radio saying it sounded like the landing gear were “thumping” the belly, and only one cylinder lost compression so there was no complete loss of power. I didn’t take the engine apart, it was exchanged for a zero time motor, but I’m sure at least one piston had a dime sized hole right it’s center

Pre-ignition is NOT the same, nor is it similar to detonation, but it can lead to detonation. ‘The difference is normal ignition whether it be pre or on time consists of an ignition source where a flame front proceeds at a set speed across the combustion chamber, ignition does not necessarily come from the electrical system, it can for instance be a hot piece of carbon etc. The speed at which the flame front proceeds is set, it’s why on engines that have a much wider RPM range that ignition timing is advanced with RPM due to the shorter period of time there is for the charge outreach peak pressure, and why set timing works well on aircraft engines, because we operate at a narrow RPM band. ‘Now where detonation differs is that there is no ignition source, the entire fuel / air charge goes off at once, there is no source that a flame front proceeds from, it’s an instantaneous ignition of the entire charge. ‘That’s why detonation is so destructive, it’s because there is a huge nearly instantaneous increase in pressure, well above any pressure you will get from an ignition source, and why it often blows holes in pistons, heat follows pressure, and or can cause detonation. Chicken or egg? ‘You certainly can get an NA engine into detonation, Fly full throttle at sea level and start leaning it out, it’s likely you may get detonation and or pre-ignition. ‘It’s what makes me nervous when I read the dissertations on how to run LOP where people are advised to simply increase Manifold pressure to recover any airspeed lost from being LOP, but aircraft haven’t been blowing up engines so it’s apparent that it works, but I suspect that in reality there just isn’t any throttle left to increase, most seeking efficiency go higher, and if your N/A above 6 or 7 thousand it’s likely your full throttle anyway.

Does anyone know how difficult it is to change squawk codes on the tailbeacon-X? I know it’s done through a panel mounted device like the AV-30, but is it cumbersome to do, as in three pages into a menu and scroll and select with the z axis of a button cumbersome?

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.