carusoam

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Everything posted by carusoam

  1. Now we're talking IFR quality energy management in GA planes! Best regards, -a-
  2. Ability to handle rough air is probably more a function of the strength of the computer and the speed that it works at. What speed does an early 90s microprocessor function at? S.L.O.W.L.Y....... The KAP 150 is pretty good at stopping a climb at the touch of the ALT button, the overshoot is typically within normal IFR flight parameters. All known parameters.... The randomness of the bumpy road is not in the predictive capabilities of the 90s hardware... The KAP 150 can't be relied upon to maintain altitude when the road gets really bumpy. It is good, just not perfect.... PP thoughts only. Sharing the limitations that I was familiar with... Best regards, -a-
  3. Welcome aboard, John... Great question for Trek. He is our Garmin guy. Best regards, -a-
  4. Way to go Dan! Some people have the skills to turn a tough situation into a more positive situation. This one might be dozens of positive situations depending on the number of CO meters that get installed in Mooney cockpits... Best regards, -a-
  5. Scott, did you offer to put a cup of fuel on the back side of the lightning demonstration stand? Or were they accepting your results without any fuel vapor being nearby? Was the purpose of the lightning strike to demonstrate that the floats are still working after the strike? Wondering what the FAA was asking you to demonstrate. I would like to know the faraday ice pail theory of a mostly all metal plane actually applies. I've never experienced a lightning strike. I'm going to actively keep trying to avoid them... Best regards, -a-
  6. What is the logic of turning off the power source to the lighter before landing? In my old M20C the lighter was used to power my portable GPS. It provided guidance for descent, and GS. Two nice to have pieces of information to improve safety during the landing process... checking ground speed vs airspeed is a final hint that I am not landing with the wind... Some airport windsocks become invisible with age... their age, not mine... Best regards, -a-
  7. Key words that are questioned in this discussion... TC'd engines traditionally got lower mechanical compression ratios. - improved volume of cylinder to stuff more fuel mixture into... efficiency (like mpg) isn't the best doing it this way. - improved engine safety by avoiding preignition... allowing more fuel to be burned each stroke. The TN'd engines are technically more efficient as their mechanical CR is higher... - intercoolers are required to lower the air temperature that is being introduced into the engine. Sometimes the word efficiency means different things to different people. Thermodynamics is probably one of those cases... the ability to burn more fuel in a smaller, lighter engine is pretty efficient! the TC'd engine gets pretty good mpg at high altitudes because the air resistance is much lower up there... the 10:1 CR of my LT1 firebird produced 300hp compared to the lower CR of the previous firebird. The L98 engine had 220hp in the same 350cui. Same engine block, more efficient output... Now for fun add timing to the discussion... 25°BTDC improves power output compared to the 20°BTDC. More fuel is burned inside the cylinder to produce more pressure to push the piston... the risk of pre-ignition has also increased some at the same time... How is that? Best regards, -a-
  8. Robert, JL has written a bunch regarding engine ops of his TC'd 231. He supplies enough technical detail in a well written format, you feel like you are flying right seat with him... Best regards, -a-
  9. 94 O has no hour meter on the tach. It has a tach. Without one it would be hard to set the power properly... I think Alan may have left out that part... Best regards, -a-
  10. When it becomes OK to technically mount the lights.... make sure they don't become a hazard to the occupants while bouncing around inside the cabin... The photograph kinda hides the scale or size of the devices. In turbulence, they may leave a mark on your scalp.... Best regards, -a-
  11. Powder, 1) Get a photo like the ones Mike is showing. 2) it probably requires removing two cylinders to see all the spots. Challenge is, there are limitations of how many cylinders can be removed at one time... 3) start with one cylinder to get a feeling. Missing lobe parts and surface of the moon lifters is typical of a cam gone too long without flying. 4) get pictures of the cylinder walls. Everyone has a dental camera nowadays.... once all the cross hatchings are missing from the surface, it is probably time to rehone/OH the cylinder. 5) question to ask... why did the oil dissapear this flight? The cylinders have been aging slowly for a while... suspect that an oil ring has finally broken. 6) all those quarts of oil probably passed in the cylinder with the broken oil ring. 7) If you want to guess on a cylinder to work on... find the one that is missing the oil ring. Pull the four bottom spark plugs. One of them is going to look very oily compared to the others. 8) did you see a whole bunch of oil coming out of the exhaust pipe? Quarts of oil have left the engine, probably through the exhaust pipe... 9) if you successfully find a single bad cylinder with a broken oil ring. Get it OH'd with new rings. 10) if you find out that lobes are missing and lifters look like the surface of the moon. Start planning the engine OH. 11) perform an oil change, look very closely for metal bits in the filter and screens, indicating the cam has already come apart. Private Pilot ideas. Not a mechanic. These are the things that pilots look for and share on MS. Best regards, -a-
  12. https://www.bendixking.com/HWL/media/Pilot-Guides/006-08377-0001_1.pdf happy reading... BK does a good job of making the user manuals available for all there products... there are a few levels of BK APs and they have some add-on boxes after that... The KAP100 is the starter level. Followed by 150 and 200... The KFC adds the FD. add on devices can include GPSS and altitude settings. The KAP 150 is a nice middle of the road level... - wing leveler - follow a heading - follow a VOR radial - follow a GPs - follow an ILS - hold an altitude - multitasking, it can navigate a radial and intercept an ILS. When it intercepts the vertical path, it automatically follows the ILS to the airport. It can intercept the vertical path from above or below... - with GPSS, it can follow an entire flight plan from the Gps. - it can climb at a set rate or descend at a set rate. In 100fpm increments. - you can have it maintain an attitude for Climb. - it has two modes, normal cruise and approach. Approach is tighter accuracy, but noticeably choppy... PP thoughts from an old memory... Best regards, -a-
  13. You may want to Become familiar with Zeftronics voltage regulator for your generator. Easy upgrade, works better and can add dummy lights to the instrument panel... We have found that charging to an exact voltage is much better than just being close. A full battery compare to an empty battery is about a One volt difference. Being off by 0.4 volts can be taking away a significant part of the battery capacity. PP ideas only, not a mechanic. Best regards, -a-
  14. You tube link.... this is a lot of parts that are serviced by whom? -a-
  15. The battery minder people sell a few additional devices... There is a specific Y for the two battery system with fuses included, incase something goes wrong. There are wires with rings that mount to each battery. The Y mates up directly to these. i also saw a socket they have that would improve the look of the wire coming through the hole. I'm starting to consider the plug mounted through the vertical wall in the area that you are showing there. Open the baggage door and plug in... Others have mentioned running the cord out around the ground power service area. Not sure of the details on that without looking closer. Best regards, -a-
  16. TT is total time of the aircraft has been operated. Often the rules for a pilot logging flight time will vary from what the engine gauges are measuring. TTSMOH total time since major overhaul. Is a hint to how many hours are left for the next owner to use. If you are buying a plane, the old mechanical tach has a continuous counter on it. The count is presented in units of time. realisticaly, it is not a perfect number of hours that the plane actually flew, but a pretty close approximation. There is a particular rpm for the gauge that equals an exact hour. The exact rpm gets printed on the meter's case. When determining how worn out the engine is, the Hobbs meter does an adequate job. Realistically (part 2) when an engine is well cared for the hours keep increasing and flight beyond TBO can occur. when an engine is run hard, that won't show up on the Hobbs meter either, but the engine or its cylinders may not make it to TBO... When following the maintenance manual, it will make references to engine hours. The mechanic will use the device supplied by the plane itself. Whether it is flight time or Hobbs hours... the maintence matches the procedure with the tools.... How does that sound? What are you trying to determine? PP thoughts only, not a mechanic... Best regards, -a-
  17. I'll have to go find out what is really powering my hour meter... The installation matches the POH description. My BK ADF was the device that would keep two timers. One for the panel instruments master turning on and a second to record actual flight time. Only challenge is there is no record once the panel has been turned off... the flight timer had to be turned on. Best regards, -a-
  18. Thanks for sharing all the details, AggieP. definitely put the battery test on the pre-flight check list. The list usually says test both batteries, and then start on the stronger of the two... The JPI has a voltage gauge that reads to a decimal place. Once the engine is running, the voltage reading is going to be driven by the alternator... Battery selector solenoid have a tendency to wear. If you push it slowly you can get it to turn everything off before it switches to the next battery. I have two identical batteries. They get switched every day. I would prefer to do that prior to engine start than mid flight... +1 on the BatteryMinder. TomK, where is your BatteryMinder connection? I have recently acquired a BatteryMinder and thinking where to run the cord to avoid opening the access panels each time... Best regards, -a-
  19. Paul, I'm not sure how it is recording. I roughly match it to hours flown that get logged by my iPad. Nothing accurate to measure against... The assumption I was following was the oil pressure switch sent the ship's voltage to a clock mounted on the back wall. The clock records time as long as it has electricity. It sounds like more modern Mooneys are using the airspeed switch to send the ship's voltage to the clock. That would be the most direct method of measuring engine flight time. The old Hobbs meter did a nice job of measuring engine hours differently based on an accumulation of the engine's revolutions. It counted all the revolutions, no matter how fast it was turning. It just had a weird way of calling it hours when it didn't actually measure time.... Best regards, -a-
  20. Paul, my O1 only has the hour meter on the baggage compartment wall. Nothing else to compare with. The tach is a digital device driving an analog needle. No engine hour gauge up front. The first Os were an interesting exercise to modernize and or remove some things... there is no Fuel pressure gauge it was replaced with FF/totalizer. The vacuum gauge was added later on. the annunciator panel wasn't good enough for a previous owner. The voltage gauge is the same as the amp gauge, when you push a button, it reads volts on a scale that is hard to read. I think I need to work on getting some real updated instruments starting with a JPI 930... Best regards, -a-
  21. One of the things that makes this all possible is the availability of fine automated machining centers. Make the first part right, and the next 1,000 parts will be identical... An improvement will come with fuel injectors that are independently controlled and directly inject into the cylinder. The materials being used haven't changed much since the 60s, but now they are a more well known and controlled process to produce the proper alloy and machine the finished parts. Quality control has taken leaps in reliability, so a bad batch of cams will never be produced. If it were to happen the cams would certainly never reach the customer. Diesel will be the preferred fuel, with the compression ratios in the 20:1 range are all the rage... Somebody in manufacturing has to put an end to things like... - Lycoming made a batch of crappy cams... - Continental can't get their valves centered in the guides... - Champion spark plugs with their ever increasing electrical resistance... - Gill batteries with their two years maximum limit... Somebody at Mooney with the help of Continental has it figured out. An IO550 with a pair of Turbo normalizers with matching intercoolers and pressure controllers turning 2700rpm is a great set-up. 310hp up into the FLs. Unfortunately there aren't many of them reaching the part of the market many of us live in... For fun, check the price of factory remanufactured TNIO550 complete with intercoolers... The power plant alone cost twice what my M20C did. The operating costs are twice as much as well... all we need is to repeal a few laws of physics and some financial rules... in that case sign me up for a Turbine Mooney with a few more HP... It is really cool to be able to understand all the details in producing more power on less fuel. Go Mooney! anyone that wants to add a TN to an IO360, there is one for sale listed around here somewhere.... Thinking out loud, -a-
  22. Looks like the POH may be in error. See the underlined part. Having it on the back wall makes it challenging to see it operate or not operate from the front seats... Rev A 10-03... From the O POH... Page 7-7 25. HOUR METER Hour meter - located on baggage compartment bulkhead and indicates elapsed time while engine is running. Location may vary depending on installed systems. Great discussion, thank you. Best regards, -a-
  23. Check to see what keeps the bowl from vibrating its retainer nut loose? The aviation one might have a safety wire hole through it? PP Thinking out loud only, not a mechanic... Best regards, -a-
  24. Great photos, Bayern! Best regards, -a-
  25. JL, one question.... are you going to be presenting at the SAE conference? That would be cooool! Whoever thought thermodynamics could actually be interesting and fun.... Best regards, -a-