Pinecone

Hmm. So they are relying on the leakage past the rings. That would help the cylinders, but I question how much air they are actually flowing through the engine at all then.

Sweet. Yeah, not a fast project. If I had started when I bought the plans, I would have been flying it for many years.

Vne is Vne. Not to exceed. MMO is basically the same. The issue is, Vne is marked on the ASI as a indicated airspeed, but it is really a TAS. So, at 60,000, an IAS of 61 equals a TAS of 196.

There is no way for the air to get from the crankcase to go through the valves. None of the systems mentioned deal with dehumidifying the cylinders. To so that, you would need to blow air into both the exhaust and intake, and you would still miss one or two cylinders. And there would be flow in only one or two since blowing air into a cylinder with one valve closed, does not work well. With the Black Max, you would need to pull the dipstick out a bit or open the oil filler so that air can flow.

Hmm, I NEED that airplane. The color scheme is similar to my 252, so they would match.

Based on my experience with building a detached garage/shop is. MAKE IT BIGGER.

The coffin corner for my 252 seems to be 60,000 feet. I don't think it will make it. Interestingly, a 737 seems to be about the same. 61,500 with Vne of MACH 0.82 and stall speed of 150

So, which shop? So I can avoid them. WTF?! that looking for corrosion is not part of a pre-buy.

The AC based units will get the dew point down to about 36 - 40 degrees. So in the winter, in an unheated hangar, they don't do much. They do slightly warm that air through the process, so the RH is a bit lower. The Black Max actually runs below freezing, and cycles to melt the ice. So the dew point is somewhere below 32 degrees. One thing I like about the Black Max over repurposed AC based units is, it delivers a more reasonable amount of dehumidified air just through the engine. The silica based ones need some attention, so not optimal if you are out of town for longer periods.

I own the rights and plans to build a F.8L Falco. The precursor to the SF-260 Unfortunately, the company supplying the plans and support and parts is no longer. But the plans are very complete. https://en.wikipedia.org/wiki/Sequoia_Falco

I had a total electrical failure in a T-34. I was coming back from Springfield Mass, where we did an airshow with my friend's T-34. I was bringing to MD for a show the next weekend. It was solid IMC from about 300 feet. I was being vectored and descended for the GPS circling approach at the home drome. I broke out before the approach and about 30 seconds later, POOF, everything electric was gone. And so that meant everything was gone. ALL the instruments and avionics and flaps and gear. I cranked down the gear and landed. Lucky it did not happen in the previous hour, or I would not by writing this. The master relay failed. It was mounted up on the firewall, but right under an access panel, I think for brake fluid. The drain line clogged up, so the space under the access filled up with water and leaking on the master relay. When I do a panel upgrade, I plan on dual avionics busses. Two paths from battery to split busses with one attitude and com/nav on each one.

ALL aircraft have a coffin corner. Vne is TAS, Stall speed is IAS. At SOME altitude, the two will be the same speed. You may not have power to get to that altitude though.

OK, so you are saying the current it going through the inner sender, then to ground instead of going to the outboard sender THEN to ground. That makes sense. Thanks

Yes, they did not run it up to the absolute limit. But a lot closer than most pilots do.

Prices normally go up as time goes on and more more people book. Just like hotels and airlines.

Not sure how it could be the inner one, as it works fine and accurate from 26 to empty

No, not exactly the step. But anyway, if you climb to your absolute service ceiling, you are at best climb, do when you cannot climb, you cannot accelerate, but you are at the max IAS you can get to, so still not a step. And I as I mentioned, there is the edge case of the "coffin corner." That is where Vne (TAS) and Stall speed (IAS) become the same. If you pull up the nose you stall. If you push the nose down, you are exceeding Vne. One of the few planes to have deal with this is the U2.

They exist, and can get get some stupid low humidity. As in, an entire building where the humidity is so low, when you enter, your eyeballs feel prickly from the moisture being evaporated off them. Down in the range of 0.03% RH. They work like a heat recovery wheel. Think a roll of corrugated cardboard with the cells running parallel to the axle. The cardboard is impregnated with some salt, say Lithium Chloride (one possibility). Through about half the rotation, room air is blown through it. The moisture is absorbed out of the air. The other half of the rotation, hot air is blown through the roll to remove the moisture and that air is directed outside the space. I have been involved in projects that used small ones about the size of room dehumidifier, up to ones up to sizes that only one would fit on a flat-bed trailer. I had one project where, due to a broken fire sprinkler line, we pumped an Olympic size swimming pool of water into the 6th floor of a 7 story building. With a battery of these type units and a lot of work, we were able to get the building dried out without getting mold growth.

Throw a nickel on the grass. Fair winds and clear skies.

OK, thought we knew what was wrong, but now what. When I picked up my plane, I noticed the right fuel gauge was reading just under the 27 mark, when the tank was full. Once the fuel level was down, it read fine. So, took the plane in for annual and mentioned the issue. They checked and the outboard sender was sticking, so they sent it for repair. Shop fixed it and tested it. It was installed, but still the same issue. The repair shop thinks it may be an issue with the inboard sender, but then would read properly when half for more, but not for lower quanties. Maybe the gauge? If so, how repairable? 1986 252

I purchased an landing and taxi light with the Oshkosh special. I finally got some night time in, and they are NICE. Taxi version has a nice wide pattern. And a LOT of light. I did not actually try the landing light without the taxi light, but it did brighten up the center area.

WOW. Nice panel. I wonder how much it cost? I know, if you have to ask.........

But, IIRC last summer you had to BE at Oshkosh for the discount. Most other vendors would honor the Oshkosh price for orders during the show. I wonder if someone else can renew my subscription at the show for me??????

I disagree with that. To climb, you must have excess horsepower. So when you level off, you have excess horsepower to accelerate. Based on my POH, best rate of climb (maximum excess HP) is 96 KIAS. Best glide is 87 KIAS. So I at best rate I am on the front side of the power curve, so that excess power will accelerate the aircraft.

It sets up vibrations and the sensors read this and can pick out resonance frequencies. I was working for HP at the time (computer side) and got to be good friends with one of the instrument guys. He had done a glider. I tried to get my flying club to let us do one of the 172s, but they declined. For the glider, the screen had a wire frame graphic and you could input excitations in and what the structure out do. Hit a resonant frequency, and WOW.