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triple8s last won the day on May 2 2014

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  1. I had to replace the left caliper.Although I do not have co pilot brakes, here is my story. Bled brakes every way we know, AP and I did, bottom up, top down over and over again. He said I may be getting air into the system through the brake master cylinders and we should rebuild them I thought yes he is an AP and has worked on aircraft since Vietnam War where he was a mechanic but I couldn't see how air could get in if no fluid was getting out. He pointed out the fluid level in the reservoir would go up after bleeding and that's why we weren't losing any fluid. So we removed both master cylinders and replaced the o rings in them. Bled the brakes again from the bottom up and no more problems. He said the master cylinders can pull air in around the shafts when the pedal is released. Guess he was right.
  2. In regard to the use of rudder trim. There is a small white wedge shaped box on the rudder trim indicator, elevator trim indicator and flap position indicator, showing where the function is supposed to be in order to be properly configured for take off. In using the rudder trim I was told to position the rudder trim as close to the take off position while on final as I was comfortable with yes this means I might have to hold pressure in on the left rudder, not a lot of pressure but a little in order to keep the ball centered while in the on final. This "rudder trim" is only a spring connected to the rudder push rods by means of a cable and actuated by a small round drum which is turned by a tiny electric motor n gearbox to help hold pressure one way or the other to "trim" the rudder. The reason to trim some right rudder in on final is so when a go around is needed the trim is almost where it needs to be for a go around and thus saving adjusting the rudder trim in the busy time when transitioning from approach (low power setting) to full take off power. When on approach the ele trim is way nose up especially when full flaps are out so there are several things to change when its time to go around not counting the throttle, prop and gear. Personally on approach I have take off position flaps out, rudder trim nearly in the take off position and land just a tiny bit faster (because of the flaps in T.O. position). This config. means less nose high pitch attitude and much less shock when full power is applied for go around. If I have to land on a short runway, I use full flaps of course but operating out of a 3500 ft strip I have no problem landing with plenty of room to spare. Also when landing in crosswinds less flaps out and a slightly higher approach speed makes crosswind landing no sweat most of the time. As for the gear unless it is very hot, high AD and I'm heavy on landing I dont worry about the gear. An Ovation has enough power to fly just fine no matter where the gear is, just mind the gear retraction speed, the bird will still climb. I owned and flew a "C" model for 6 yr and had the ovation since 2012 and I swear I have much less trouble with crosswinds in the Ovation than I did with the lighter "C" model. The Ovation IMHO is just about the perfect 4 place single hard to beat (speed, efficiency, payload, comfort) it unless you wanna land on grass or rough strips. Love the "O" Flame away!
  3. Does anyone happen to know the part number of the removal and install tools needed to remove the star locks on the exhaust studs on a TCM IO 550G? I found a place that sells those and my mechanic said we need them.
  4. My comment of certain electronic non certified Ipads, cell phones and others being toys has to do with points of failure. I have an Ipad and run flight software on it. I have had this for years and it is great for certain things however, if the ipad gets hot or has a glitch and locks up or the device that feeds the Ipad its ahars data fails or has any problem then you have no back up. The same in my opinion for the standby vac in my Ovation it has two points of failure, the attitude indicator is one and the vac pump is the second, if the attitude indicator fails then 20 vac pumps wont help one bit. One component could fail and render the rest useless. This is why I prefer a separate electric standby AI with battery back up or a mini stand alone AHRS with an internal battery back up. When you have several things that have to work to at the same time to give data you have more chances of having a failure. The synthetic vision is great but if I had to make a personal choice I would always choose the simplest and most reliable to be a backup. I always wondered about the ovation instead of having the second vac pump why didnt they just come with an electric second attitude indicator then you would truly have a second redundant system not reliant on anything that is part of the primary. I think RC Allen or Castleberry made an AI that had a turn/slip tube that was electric and had an internal battery that could legally be used in place of the standard TC which could be used to fill the required TC as per regs.
  5. I have often thought about losing gyros in IMC and there is no reason with the low cost of a decent back indicators we have available today not to have a plan for when primary instruments fail. One thing I wanted to say too is I think it's insane for a person to think a cellphone or iPad 6-pak is anything more than a toy because it may be better than nothing but just barely. There is no reason not to pick up a used dynon D1 or something like that. I know they can be had for way less than 1000$ used and even buying new they are so worth it. A device that send attitude info to an iPad I dont trust much either. I think get a good backup system and also fly it under the hood in vfr with a safety pilot. Sad to lose fellow pilots.
  6. Praying for a happy ending but doesnt sound good. Was an M20C departed KDKX around 5:30 ish
  7. The most dangerous time to fly an airplane is after it has been put back together. Not bashing mechanics at all but they are human and sometimes things get missed. I would make sure to look at the engine with the cowlings off before I ever climbed into an airplane that had an engine installed and was the "first" flight. Seen first hand a fuel line come almost disconnected during the first 30 mins of break-in. Fuel line didn't come off but was so loose I could turn it several revolutions with my fingers, there was blue fuel streaks on side of fuselage and fuel stains on top of engine. The cyl temps had came down from the break in and were stabilized for a few minutes, then they started climbing. Next engine began misfiring, and the mixture helped initially but then it didn't help anymore. We were just about to leave the airport area and if we had the outcome would've been different. Luck was with us that day, and I was with a great pilot Thank God! once on the ground we went from scared to mad. A great learning experience. We've all heard it said that we should learn from our experiences, in aviation when you're lucky you "Live through" your experiences. Ignition systems, Fuel systems and Lubrication systems in that order will stop the power the quickest.
  8. A speed gain by increase in hp takes a large increase in hp to yield a small increase in speed. I'm talking cruise, now climb? Horsepower increases make for increases in climb that are very easy to feel but cruise speed? The biggest things that will effect cruise are reduced drag and propellor efficiency.
  9. Just some thoughts: Single engine makes reliability of that one engine of utmost importance. Fuel, air, & ignition source are the 3 things it takes to make a fire. Because I only have one engine out there pulling me through the air I am going to do everything in my control to make sure it is as perfect as I can get it. My life is on the line as well as other innocent folks (passengers and people on the ground) Mags are cheap compared to radios and other aircraft expenses. I replace with new at 500hrs gets me new coils, new plastic gears, new condensers new everything not just parts that are "with in tolerances" new. Is that neccessary? Maybe not but just remember the engine will not run at all without a good magneto and the importance of that is very clear if the engine manufacturers put two of those on our engines. All aircraft engines have 2 mags, 2 plugs per cyl, 2 sets of wires 2 positions on key switch. Lots of expense by the manufacturer to facilitate 2 mags. This tells me something. Oh and dont think I am some wealthy guy who has money to burn I am cheap cheap cheap on lots of things but magneto and fuel system is not one of those things. My thoughts
  10. Just want to say you can easily get carb ice when there is no visible moisture. If you are flying a carb engine use carb heat as instructed in the poh. I have seen many central heat and air units froze up and they weren't flying through visible moisture. Seriously follow the poh and I had a carb temp gauge so I could tell when the carb temp would get below freezing. You be surprised how cold a carb will get when throttle is anything but wide open. Once it gets iced up and quits you have zero heat for the carb heat function.
  11. id call Morristown and get a used one unless my plane was like very new.
  12. The TCM IO-550G gets 280hp by turning 2500rpm and only getting 21.3 -22.1 gph of fuel. Power, horsepower is generated by burning fuel, limit fuel, limit horsepower generated. Don't misinterpret my saying limit fuel what we are limiting is fuel AND air, air being limited by turning the engine slower. Wouldn't be a good idea to limit the fuel with the red knob, the air and fuel together at the proper stichiometric ratio. The same engine turning 2700 rpm (more air flow) and a higher fuel flow 25.6-27.3 yields 310hp. Same engine different power output by different fuel/rpm settings.
  13. Better becareful with that crazy thing! Might get too much suction and stretch ........something
  14. Better becareful with that crazy thing! Might get too much suction and stretch ........something
  15. I heard from a friend who was there that he shut down and was out at the front and moved the prop after engine was shut down. The key was not turned off, supposedly he barely moved the prop and it popped once. I have moved the prop after shut down to give clearance with the tug and been fussed at by a few folks for touching the prop. I generally place the key in eye shot of the front of the plane so I know it is indeed out and off, however my mechanic always fusses anytime someone touches the prop on aircraft around his shop he says a broken p-lead is all it could take.