carusoam

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Everything posted by carusoam

  1. Over 30AMU now... No time on the engine since it's OH many years ago... Wings, Is there any detail regarding the recent history? Looks like it may have been related to an estate sale. I was unable to pick up the logs from that link... You picked the right place for showing Mooneys for sale... Best regards, -a-
  2. 7pm today? -a-
  3. When selecting where the holes go.... 1) some people include gravity in their thoughts. If something falls in the hole. 2) being able to see the holes easily is good for the people trying to plug the two different sized plugs in. Some PP ideas that come to mind... Best regards, -a-
  4. Great Pirep, OG! Best regards, -a-
  5. And I used a Boston accent when I did it... Antenna Faaahm. A hint that it is an interference issue, turn the other radios off and see if the GTN comes back on line. It would help if you can display the GPS sattelites being used page. best when done in IMC... Best regards, -a-
  6. Thanks for sharing the wisdom, Don! Best regards, -a-
  7. Just a guess... The white rubber is an insulator and the static wick is trying to deliver the static energy off the end. I lose a wick every now and then, usually by people walking into them accidently in the tight hangar area. I have never noticed if they work or not. It could take some special air quality like cold dry air to make them noticeable... Only missing one, less of a big deal... having one impaired, even a smaller issue. They are easy to replace. They are screw in. Probably available through Aircraft Spruce... Best regards, -a-
  8. That explains the beauty... The Marauder was a B26. https://en.m.wikipedia.org/wiki/Martin_B-26_Marauder So close.., -a-
  9. Any idea how close your GPS antennae are to each other? This was a usual challenge for new Garmin GPS installations, a decade ago. Some people have got this again when trying to use the same holes from previous antennae. There may be some hints of what worked in terms of grounding planes... Best regards, -a-
  10. Hooking up a vacuum cleaner, running in reverse, as a blower... to pressurize the air intake... where the filter has been removed... consider the alternate air as a potential location to add air pressure or have a leak... Then soapy water, looking for bubbles... just remember there will probably be at least one intake valve open during this exercise. Make sure nothing comes out of the hose but air. Sound familiar? Fuzzy PP memory of something I read along the way, somewhere.... Best regards, -a-
  11. The sole advantage is in using lighter wire. When building a new plane, or rebuilding an old plane, this could make sense... If spending gobs of money on a new alternator, throw in a few more bucks for... an updated voltage regulator a JPI to display current and voltage a new Concorde battery with battery minder buy a new shunt, somebody has lost one before... That's essentially the basis for electrical power generation and storage. Everything else is on the use side. Typical PP ideas, not a mechanic. Best regards, -a-
  12. The plane, looks like a Marauder...? But the girl doesn't meet the usual standards of a Marauder girl. Best regards, -a-
  13. Have you found the other threads covering this topic? I know, before shoulder belts were popular, the left and right buckle sets got swapped. The only thing I remember regarding this topic was just remembering not to do it accidentally. Passengers look at you funny when you disconnect their buckle... Best regards, -a-
  14. Sounds like something is worn causing the slew of other challenges... trim servos get a lot of exercise... Popping the CB stands out as an obvious hint. Might want to test as many functions as you can in the control and trim system. See if everything is smooth and goes to the limits... Auto Pilots Central may be the next stop...? PP thoughts only, not a mechanic... Best regards, -a-
  15. The white layer seems to have departed... it is some type of rubbery coating not sure if that is needed for the function... Often it splits before jumping ship. Looks like it may have hung halfway, before releasing. The anti-static unit itself is somewhat brittle and easy to break. Best regards, -a-
  16. 1) The strength of the tire is dependent on the internal threads remaining strong. If they get cut or exposed they can lose their strength. 2) The tire's ability to hold air is all dependent on the health of the tube. 3) Missing tread/flatspots will have the tire out of round and unbalanced, you may notice it during taxi or at higher speeds. I'm not sure when to keep a tire, but I know when the threads are showing where the treads used to be, that is definitely time... Best regards, -a-
  17. 9% of 310, is 27.9 gph According to the STC, 27.2 gph is the max FF at 0 MSL. Pretty close in round numbers. Bes regards, -a-
  18. something found next to mikes videos... Best regards, -a-
  19. There is some inefficiency built in... 1) the counterrotating blades have some torque cancelling advantage. The cost is in the fact that, the rotors are tilted a bit away from each other to clear each other's hub. So not all 100% of the power goes into lift... 2) the 'approach from the front' advice probably comes from a warning that you will get hit by the blade as it comes closer to the ground than a typical horizontal blade. 3) There is some mechanical timing involved. It probably requires breaking a gear tooth to lose the timing. 4) the single turbine engine must have a really interesting complex gearbox. I really like the useful load characteristic. If the Mooney could lift like that, the fuel doesn't get included with the payload. And the payload was nearly the same as the Aircraft fully fueled... Best regards, -a-
  20. The logistics are getting more expensive than getting the initial problems fixed... Is the seller willing to get these things fixed to OEM standard? It could be some simple broken wires or corroded connections. Your PPI mechanic should take five minutes to tell what is wrong with these devices. The thermocouple is either there or not, broken or whole, giving a signal or not... the amp gauge is either connected or not. The shunt has two fuses that are whole or burnt... A good time to review... 1) Do you want the plane or not... 2) Do you want to take it home this week or wait... 3) Are you going to spend some dough on a JPI 900 or put in as little dough as possible for some time... I'm in the get it air worthy first camp, complete the sale, then get to the next step. Minimizing the variable of having the previous owner around... good to have, for conversation and questions. But can get in your way when he starts inhibiting your maintenance plan... You are going to see dozens of ethics type questions arise in your flying career. Personal limitations get discussed around here a lot. Set you your ethics/personal limitations level really high at first, come down from the lofty level over time as you gain the experience. People do this with cloud clearances, flying in the dark, flying near storms, flying with low fuel. Flying with missing gauges is just one of those links in a chain... Best regards, -a-
  21. 1) half of it is knowledge of the speed it works best at. Vr, is too soon. Vx, is good. Vy, is more of a challenge. Cruise climb, you will need Arnold arms and the seat belt firm/tight against your hips. If going too fast to get the gear up, raise the nose. Pulling the power is poor technique. 2) the other half is knowledge and practice of the procedure. Release the button, lower the release handle, and get your hand on the top side of the bar. 3) the third half is the strength required to do this maneuver. There isn't much strength available to be applied to the bar under the most ideal situations. Ideally (for this calculation) the pilot is about 170#... Legs are about 80 of those pounds and can't really be used to press this bar. That leaves about 90#, where half needs to stay on the seat to stabilize the left arm for flying the plane... This leaves about 45#, to do the work of raising the gear. If you don't get the timing right, the speed will be rising and the force requirement goes higher with it... A subtle hint that you are going too fast for you, your butt comes off the seat and you pull back on the yoke. 4) you know you have it right, when you are holding the nose, transitioning through Vx on the way toward Vy. The bar goes back smoothly into its lock. At 1,000' AGL, fuel pump and flaps are next.... if you cognitively goof up a step, the pump gets forgotten and flaps are still down... 5) Practice your multi-tasking, memory, and cognitive skills... the window of smooth operation opens quickly then slams shut equally quickly. Don't fear raising the nose to make it easy on yourself... 6) 200 raging horses really want to accelerate the light aluminum airframe... PP ideas only, not a CFI... Best regards, -a-
  22. 1000 lives saved by GA? That is amazing. Best regards, -a-
  23. 1) I see the variation of different generators might cause some difference in seal design. 2) The important air flow is directed at the coils of the electric generation. 3) Andy is showing a fan on the front of his alternator. 4) Mcc has no integral fan on his. 5) the M20C used a hose to bring air from the front of the cowl to cool inside the generator. 6) make sure the air to cool the alternator is allowed to enter and exit the device. 7) It looks like additional cooling of the alternator is possible, but at the cost of messing with the airflow for the engine. 8) There also seems to be some oddity of alternator mounts... somebody has thrown Mcc a challenge. The belt adjustment/mount seems to have eliminated the seal... 9) the manufacturer of the alternator probably has a more appropriate mounting kit to go with the STC for the device that will better match the airframe needs...? 10) GB is giving some helpful guidance as it is a business for him... PP thoughts only, not a mechanic. Best regards, -a-
  24. Some funky follow-up... 1) EGTs are relative... but they don't need to be. If they were installed the same way in the same place on the same engine, the absolute values would be absolutely fantastic. 2) The most important value is the peak and how far from peak the mixture has been adjusted. 3) plane and engine builders have simply ignored the opportunity to build the extra precision to put the EGT probe in the exact location in the exhaust tube.... 4) The TIT gauge is precisely located so the absolute numbers are very useable. This way all Bravo flyers can compare these numbers. 5) The ship's EGT gauge in the NA O is very similar. The EGT sensor is precisely located in a boss in the manifold. Unfortunately the analog display makes it challenging to discuss the the actual temps being displayed... it requires more memory than I have available... 6) Leaning technique using this absolute value EGT includes putting the needle in the blue box (range) for climbing. This is the target EGT method oft discussed around here... G1000 users get a white box for their O. @Danb has the advice I needed, but couldn't get when I needed it... it is possible to acquire and operate a great TC'd engine without the high expense of replacing cylinders and turbos. I swapped my first cylinder out within the first 10 hours of ownership of my M20C, during transition training... JL, DVA, and John the lawyer (who has moved on) have done some really interesting writing regarding Turbo ops from different perspectives... Read some more, and write some more... Best regard, -a-
  25. Things get really loud as they approach the speed of sound... calculate the tip speed of your prop while turning max rpm. Things get really muffled when they are made of composites... A 310 hp 2700 rpm TopProp is a screamer... a four bladed composite MT on a Rocket sounds peculiar compared to typical aluminum props. The Euro environment really appreciates this more than the Harley and Coal smoking pick-up truck appreciating North Americans... If sound comes out of our mufflers, I haven't heard it over the prop noise... PP thoughts only... -a-