Pinecone

You lower the compression ratio and run higher boost. IIRC the 252 runs 36" of manifold pressure and the Encore runs 39" for 10 more HP than the 231/252 Turbo normalized are standard NA compression ratios and run at 30 inches maximum manifold pressure. So it is like flying at sea level all the time.

http://www.fiddlersgreen.net/models/aircraft/Schweizer2-33.html First pictures shows them deployed.

Thank you for the thanks. Norden, nope, I am NOT that old. We had a HUD with a non-computer controller pipper (dot). We could adjust the vertical depression of the dot to match the delivery parameters. Then you flew to the parameters. If you were off on your parameters (airspeed, altitude, dive angle, G, bank) the bomb went somewhere else. Newer systems are computer controlled and the bomb hits where the pipper shows. Also, I was single pilot/crew, so no bombardier to run something like a Norden.

Oil pressure in the engine does NOT establish or re-establish the hydrodynamic film. Otherwise the cam/lifter would not have any lubricant film. AH64Pilot is correct that restricting the flow does increase the pressure. And the an worn engine, with low oil pressure may have issues. BUT, the issue is, that the pressure drop is because more oil is flowing out at the first change. Think of a hose with a number of holes along it. If the pressure is high enough, water squirts out of all the holes. If we make the holes bigger, more water leaks out in the early holes, the pressure drops and no water comes out of the holes near the end.

2-33 and even the 2-22 have spoilers/speed brakes.

The first M20K (231) did not have intercooler or boost controller. Those were added when the 252 came out.

US O-1 Birddog pilots did this in SAE. They would put the grenade, with pin pulled, in Mason jars. They used shorter delay fuses than for hand thrown. They would toss them out the open window, when they hit, the jar would break, releasing the spoon and setting off the grenade.

It is not a single frequency. It is a band. And most of the systems are spread spectrum to reduce the risk of jamming or simple overloading of a slot. https://www.rcmodelreviews.com/spreadspectrum01.shtml

How many are there????? I count at least 11. Seems like a good day to file IFR.

Nope Oil pressure has nothing to go with the pressure on the oil at the bearing point. Let's see, combustion chamber pressure is 300 to 1000 psi. So, how does an 80 psi oil pressure hold the parts away from each other. Now, add in that the area of the piston of a simple O/IO-360 is 20.62 square inches, so the total force on the connection rod is 6,200 to 20,600 pounds. And the bearing area is how big? Even if it is 10 square inches, that is still 620 to 2,060 psi. Again, how is your 80 psi oil pressure handling that load? It doesn't. The rotary motion creates a wedge of oil, at the required pressure, to keep metal to metal contact from occurring. A railroad car axle bearing is not pressure lubricated. The lower part rotates in a bath of oil at 0 pressure. The bearing area is only on top (only downward loads), but the oil film prevents metal to metal contact due to the induced oil wedge. BTW the bearing loads on a loaded railroad car axle bearing is MUCH higher than our engine bearing loads. We measure oil pressure to ensure the oil is delivered where it is needed. That is all.

You keep saying that much is lubricated with splash and that some engines are entirely splash lubricated, then say that oil pressure is super important. The reason low oil pressure is a problem is that you are not sure that the oil is getting to all the places it needs to get (bearings mainly) as when the engine wears and the oil pressure drops, the oil is not be pushed through all the passages. It is flowing out of the first location it comes to. But the oil pressure from the pump is NOT what keeps the bearings from running metal to metal. The pressure gets the oil TO the bearings.

The 28 day cycle comes from paper days. And I had at least one time, where the plates expired and I needed the new ones, and they were not at ANY FBO Yeap, I did the Jepp thing. NIce plates, but woe be to the person who got behind on updates. Fastest way to do it was to flip the plate you needed to replace, rip out the old one, put the new on in the space, but not put it in the clips. Do this until you did all updates for that book, THEN open the clips and get them into all the holes. And if you had to do more than one update, do they all before worrying about getting the clips in the holes.

91.15 "Dropping objects. No pilot in command of a civil aircraft may allow any object to be dropped from that aircraft in flight that creates a hazard to persons or property. However, this section does not prohibit the dropping of any object if reasonable precautions are taken to avoid injury or damage to persons or property." So with an event, with precautions, it is legal to drop things. Bombing in general is harder than people thing. The USAF spent a lot of time, money, and jet fuel teaching me how to do it well.

Remember, you are also paying for advertising. For the company to have a location. For the computer and phone systems. And paying all the people. THEN there is the profit.

No problem. I understand and figure you will get to my membership when you get to it. Thanks for your hard work. Glad you are over the strain of COVID you had.

There are some great articles on AVWEB. Find and READ them. READ the NOTAM. Study it until you know it. It is not the time to be saying, should I be doing this or that, when you are in the flow. Go out and PRACTICE flying the precise airspeeds and altitudes and headings required. Slight errors on one pilot's part get magnified through the train of planes. FLY the speeds. I lost one friend due to someone slowing down to their normal speed on final, not realizing that YOUR speed may not be a safe speed for the plane behind you. Listen and pay attention to the controllers. Once there, have fun. Which you will. And I agree, a couple of days is not enough.

The oil pressure on the gauge is not what is keeping the parts from touching. How does 40 - 80 psi keep a connecting rod bearing, with several hundred psi combustion pressure, acting on a large piston from touching?? Another post touched on the actual mechanism. The moving surfaces,, especially rotating ones, create a wedge of oil with the pressure needed to counteract the pressure trying to make the two parts touch. There was a great article in Scientific American on this in the 70s. Oil pressure gauge only intimates that we have the proper flow of oil required.

Not at all if they subrogate the claim and the other insurance pays. If your car insurance goes up when you have claim based on the other driver at fault, you need a new insurance company.

I think that Encore is not an actual Encore. It is a 252 converted to Encore. The 252 has a wreck of an engine, and is getting Jewell overhaul, when it probably needs a factory. But a couple of Bravos look nice. Looking for real word number for speed and fuel burn in 252 versus Bravo versus Rocket.

I have been looking at getting a 252. They tend to be scarce. So, seeing some Bravos. Which one and why one over the other? Also, may have a line on a 252 Rocket. Comments? Thanks

EXACTLY And your insurance company will pay to have the repairs done right, and then go after the other party.

Most likely, your insurance will cover you, and the subrogate the claim against the airport. And it ends up as not a claim on your insurance, and you you do not have to flight with the other insurance company.

Technically should be CFI - ASE or AME or ASME. Glider is only G. Helicopter is RH. Gyro Plane is RG. And CFII, should specify IA or IH, that is Instrument Airplane or Instrument Helicopter.

OK, starting without either. No engine monitor installed. Garmin or JPI (assuming installing Garman panel?

Where is a list (with locations) for these great Mooney transition instructors? I hope to need one shortly