carusoam

Www.aeroshelteam.com http://aslcamguard.com/ Got the websites from the trade-a-plane in my WC... ASL site is clear about the benefits, so clear it sounds over the top and hard to believe.... Aeroshell doesn't mention oil, additives or have a link that I can find to their lubricants. Well understated.... If my cam were on top and was known to sit for a week, I would consider using the ASL Camguard. I think my cam is lower than most, so this may not be an issue. I will have to ask the engine builder on their thoughts... Is the Continental structure significantly different than the Lycoming? Best regards, -a-

Removing the mystery allows you to spend infinitely more.... -a-

Consider the rounded corners at the same time... -a-

I believe the MSC in NJ did one for one of our members a few years ago at a time for major overhaul such as paint, windows and interiors. Let me know if you need help making contact with the MSC? Best regards, -a-

FAA training I received in the mail today... FAA Safety Team | Safer Skies Through Education Maintenance Safety Tip Notice Number: NOTC4510 Stressed Out Propellers Are you operating your propeller under stress? Are you damaging your propeller? Will your propeller suddenly fail? You will likely respond with a confident - NO! But wait! How do you know for sure? If you want to be sure, obtain and read FAA Special Airworthiness Information Bulletin SAIB NE-08-21, dated May 14, 2008. Yikes! 2008! Yes, it is dated, but the information could save your life; because what you don’t know can hurt you! Consider the following. Does the piston engine aircraft you work on or operate have a range of restricted propeller RPMs? Does it have a maximum propeller RPM indicated on the tachometer? Many aircraft models do. Some aircraft may require a placard or marking that states, for example, “Avoid continuous operation between 2,000 and 2,250 RPM”. Such limitations typically result from certification testing when increased propeller stresses are observed during certain operating conditions. Operating in these ranges can result in some very significant vibration. Prolonged violation of such restrictions could result in structural damage to a propeller, leading to propeller failure or internal engine component failure, such as the crankshaft. Ask yourself the following: When was the last time you had your tachometer accuracy checked? It might be out of calibration resulting in propellers being operated in a restricted RPM operating range or causing propellers to exceed their maximum propeller RPM without your knowledge. Is it possible the restriction placards in the aircraft are no longer correct? If so, there is an increased risk of exposing the propeller to damaging vibratory stresses. If a tachometer was replaced or modified, does it have the proper markings, such as redlines, yellow arcs, red arcs, green arcs, or other noted limitations? Are instrument panel placards for RPM restrictions incorrect, illegible, or missing? If a propeller and/or an engine was replaced or modified, are the propeller RPM restrictions or placards still providing correct information? Ponder this: On June 18, 2012, a Piper PA-28-200, lost about 6” of the tip of one propeller blade while still in flight! It can happen - and does happen! (BTW, although the pilot described “a violent vibration,” he made a successful precautionary landing at a nearby airport.) If you keep the stress off the propeller, you will remove stress from yourself. This notice is being sent to you because you selected "General Information" in your preferences on FAASafety.gov. If you wish to adjust your selections, log into https://www.faasafety.gov/Users/pub/preferences.aspx where you can update your preferences. Invite a fellow pilot to the next WINGS Safety Seminar in your area FAASafety.gov | Email Preferences | Opt Out Do not reply to this email as it is an unmonitored mailbox. Contact us for comments or questions.

DM, Any idea if there will be training on the east coast this year? I think a few of us would be interested in training and see how well that goes... Best regards, -a-

The ice conditions in the parking lot look treacherous! Nicely done, Dave. Best regards, -a-

William, When the Mooney users finally get together to put an offer on the plant, will you still be WITH us? We're going to need a good CFO... It's good to see a financially sound person flying a Mooney. Best regards, -a-

Most educated buyers know the perils, the log will indicate the plane has sat, the price will be negotiated.... It's probably best for the seller to determine the health of the cam, then demand best price for the plane. Making believe it is not an issue doesn't usually command best price. Then again, we're you trying to get full value / best price for this plane? My first M20C had a record of sitting. I negotiated a low price. End result, a stuck valve followed by a new cylinder.... You get what you pay for. Best regards, -a-

Cross sectional area of the Ovation is less than it's competitors and shares the same N/A engine.... At 15 gph and 175 kts, I'm ROP at 11,500’. At 12 gph and 165 kts, I'm LOP at 11,500’. Just sayin' Ovations and Screemin' eagles are cooler than the other guys... -a-

Jim, Hilton reports ten different receivers, then it lists six... None of the six start with G??? Www.hiltonsoftware.com/ Best regards, -a-

Review the last year's experience that Byron had for things to look for... Although, Byron's plane is a J, it is still an IO 360? Worst case... What is the cost of a preemptive replacement of the camshaft? -a-

Maybe he didn't have an IO550??? -a-

I think they meant sound of silence... Not pop. Going from LOP to extreme LOP after descent... -a-

The same question has been recently asked to put an Aclaim engine on an Ovation... Expensive STC work would be required. Recomended selling what you have and buying what you want. Unfortunately... -a-

I tend to pick the highest altitude possible, non O2, and stay within gliding distance. I feel better about the rest of my decisions that way. Best regards, -a-

IO-550(g), w/ Sensenich 3-blade T/O: full rich Climb: approx 200f ROP (blue box) on the EGT. Cruise, usually above 10k', 20 - 50f LOP, 165kts, 12gph. unless ultimate speed is important that day 175kts ROP 16 gph. Ultimate speed is not usually worth the extra gas flow... Best regards, -a-

But, this time it would be an O3 with 310 HP IO550(N)...and Hartzell TopProp? Best regards, -a-

Whatever the fasted, affordable, American factory built, four seat, N/A, single would be... Sorry, Al, it's the mission more than anything else. Fortunately my mission hasn't changed much over the last 13 years... Best regards, -a-

Clearances will be different between hot and cold temps... -a-

Thanks Marauder, that's it. The blue version is a temporary solution. Red, more permanent. Epoxy will fill the volume better if the threads are missing, but will also eliminate the ability of a second chance... Best regards, -a-

Epoxy is probably too permanent. Consider the blue version of thread lock. Unfortunately I forgot the brand name for this product and my bottle is missing the popular brand name as well... Best regards, -a-

Thought I wasn't going to see the touch down from the outside! Very nice... The rudder input is quite noticeable from the back seat, but not from outside? Best regards, -a-

Bennett, I predict the siblings will have to wait. Two iPads are the future of the cockpit, one or two versions apart... Especially as weather and traffic become more relevant... Best regards, -a-

Where'd my carriage returns go??? -a-