Pinecone

Was not thinking when I said transformer. I just don't see them putting in a voltage converter (one for each side???). If no other reason, they an unneeded expense. The 252 IPC shows the lamp to be a 01-07770303-00, which is the 14 volt lamp. But, as others have stated, if there is a simple dropping resistor, the LED lamp will see about 27 volts. You REALLY need to talk to Whelen about this. Otherwise there are going to be a bunch of burned out lamps.

For power, when I did my garage, I ran multiple circuits for the wall outlets. And I put the at 48" above the floor. So they are above the work benches and I don't have to bend down to plug/unplug things. My garage is 30 x 36. I put two 20 amp circuits on the back wall (36'), alternating. For first outlet is circuit 1, next is 2, then next is 1 again. Side walls got one circuit. Outlets are spaced 48 inches. Each wall has a 220 outlet for welders or other equipment. There are dedicated 220 outlets for air compressor and lift. My lift is from Eagle Equipment. I had it professionally installed by a local auto lift company. I talked to the installer, and asked his opinion of the Eagle lift. He stated, "It is the Hyundai (this was in 2003) of lifts." He went on to explain, it is fine, works well, not fancy, but more than adequate for a home user. I did stick built. At the time, once I priced out everything, including the slab, the price different was not that great. And it looks much nicer.

I said there is one, but you might not be able to reach it. As I stated, the altitude for my 252 would be about 60,000 feet.

Prices are dropping nicely. A number of places under $5 a gallon.

I don't know. I have never seen it. Done it, but never got to see it.

I think you need more precise instructions. From some of the previous comments, you need to measure open circuit voltage. If you measure voltage across the bulb, those with the dropping resistor will show 14 volts, but they will be delivering 27 volts to the LEDs due to the lower current. I wonder why Mooney would install a dropping transformer/power supply (cost and weight) versus the dropping resistor or a 28 volt bulb.

This was my thought. Dead plug, single flame front, so still burning when the exhaust valve opens. Low CHT as a good bit of the energy in the fuel is going out the exhaust vavle.

I just picked the 737 and Googled for the numbers. I am sure different aircraft have lower, it was just interesting that a Mooney and 737 have similar coffin corner altitudes. It was not a problem in the A-10, there was no way to hit MMO in that aircraft. Even in a 60 degree dive bomb pass we did not get close to the barber pole.

When I was more looking at building something, the normal advice was build if you liked building. Building because you like flying did not work as well. But this was before the comprehensive kits of today.

That would also depend on where you are and what the humidity has done over that time. Silica gel will last a VERY long time in AZ, but not long in FL.

I would have to read the directions again, but do the recommend lose oil dipstick/oil filler or not? If so, the air will not go past the rings. And not sure what other pathways there are out of the crankcase. But if the only flow is what gets past the rings, then it will take a good amount of time before the water is removed from the crankcase and from the oil.

There can be issues with some things, but considering the heat in the engine compartment, most things have been baked dry many times.

No, CO2 can be a liquid at room temperature, if the pressure is high enough. But as it turns to a gas, it gets really cold.

Hmm, M20 was designed for 150 HP O-320. That is 75% power out of a 200 HP engine. When I was doing a lot of formation work in my friend's T-34 (IO-550), I would lead 4 ship takeoffs at 23 inches, 2300 so the wingmen had plenty of power. Airplane flew fine. Would not do that off a real short runway though.

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.