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cliffy last won the day on November 7

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About cliffy

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    M20 D/C

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  1. PF - It has to come apart every year for lubing of the slip joints IIRC You can visually inspect and pressure check the original muffler in place. Believe me when I say that the original comes back from CAP as good as any new factory muffler. The same with Dawley (only maybe more costly than CAP)
  2. As in my previous post above- @ $1600 I had a cracked end plate and missing flame tube pieces, he checked each riser joint and flange also, generally gave the whole thing a once over. He has a full jig so everything goes back together square and fitting the cylinder flanges. I put it back together with ALL new hardware and springs including new blow proof gaskets and new mount flange nuts and washers. Good for another 10 years I suspect. His welding is superb! Way better than I could ever hope to do.
  3. Like I said, nothing hinky about any A&P welding any certified exhaust system ALL it takes is an A&P to inspect the work and certify it is aircraft quality and in an airworthy condition. Any A&P can do it. I learned how to weld 4130 aircraft tubing in A&P school and I was pretty good at it back then but today? I wouldn't do it either but I would sign off the work of another A&P who could weld 4130 :-)
  4. You might try this guy- He's an A&P that does excellent TIG welding, He has all the jigs needed. He specializes in custom experimental a/c systems but he can weld any certified exhaust system also just as I could IF I had the equipment and skills. I sent in my complete system and it came back looking like new. As an A&P he doesn't have a repair station so your A&P will need to look it over and sign it off as "exhaust system repaired by welding". I did that as I'm also an A&P but don't have the requisite skills n TIG welding. He's been doing it for many years, If I get by the airport tomorrow I'll take a picture of mine and post it. Dawley also does good work but they seem to be backed up and turn around time seems to be long. I used them the last time many years ago. They might be more expensive than CAP.
  5. The exhaust flame comes down from the cylinders and goes into the muffler can through the "flame tubes". If that is what he is calling "baffles"? The flame tubes do get eaten away after many hours of being red hot They look like cones over over the ends of the tubes going into the muffler and they have large holes in them to allow the hot exhaust gases to disperse into the muffler can and then go out the tail pipe. Sometimes they break up into little pieces and blow out the tail pipe without causing any issues (mine have) but sometimes they break into pieces too large to go out the tail pipe and they block the outlet and you lose power because of the backed up exhaust gases. You may not need a "new" muffler. They can be taken apart and rewelded with new pieces and made to be as good as new by several different companies. You can see them with a "scope" up the tail pipe. How many hours on the muffler? Has it been pressure checked for other cracks? You do that by blowing up the tail pipe with a shop vacuum (sealed with tape and part of an inner tube) and spraying the entire outside with something like soapy water looking for bubbles. This is after the outer shell is removed (basically 4 screws). Any leaks (bubbles) shows where the welder will need to replace or repair that area. This is NOT a job for your local muffler shop. It needs to go to a specialty shop for aircraft mufflers. They cut it open and repair/replace the tubes and then weld the entire assembly back together again. I just did mine with a new tail pipe also for around $1600. It looks brand new, I've also used Dawley in the past for the service also.
  6. Have been eating my popcorn and watching this movie. A real suspense thriller (with comedy overtones). No one knows anything as to what is really happening at Mooney right now. All I hear hear is Chicken Little and "the sky is falling" I'll wait until next week to see what transpires. We may be better off than we think right now. Maybe, maybe not, but all the speculation is just the flapping of gums making noise right now until something definite from the principal is forthcoming.. I'm in a holding pattern with 20 mile legs right now and lots of fuel to burn.
  7. HRM You realize that the picture you show hearkens back to the days of the first 7 astronauts and the Porches they drove! ? I, too, had 911 SC in pristine shape at one time. Now, back to the movie- popcorn in hand just awaiting the end of the intermission.
  8. Captnmac- I can always put something back together with less parts than the guy that designed it! :-) I think we have very similar paint jobs by way of your wingtip photo
  9. YUP Great lookin' plane and panel. Enjoy it.
  10. Got another question or two- For those planning on "pushing the button:" and letting the autopilot handle everything are you really thinking that you will accept passing out (by descending slowly) and hoping that the autopilot does the trick and saves you IF you wake up at a lower altitude? Just thinking about the thought process instead of pulling power all the way off and descending at red line to get your butt down while fully conscious. We can do that in the big iron (push the button and spin the dial) but we have good O2 masks on and working and we spin the dial a lot higher than 800 FPM and we hit red line. Does anyone go high with passengers? If you do have you ever investigated your passengers personal health (pulmonary, heart issues) before you go up? Maybe you could handle it medically but can they? How about rear seat passengers having their O2 shut off in flight. How will you know they are hypoxic and not just sleeping? How will THEY know they have a problem? Might be life or death situation.
  11. If you want something graphically presented watch this video and you'll see how fast and insidious hypoxia can sneak up on you. Watch as his speech is slurred and his responses give way quickly. Watch how he doesn't quickly take command of the situation and declare and emergency. And he was in the mid 20s when it all went down. In a for real emergency NEVER ask permission from ATC (take command of the situation), DO what you need to do and then communicate and let them sort the traffic out. Remember you only have to miss anyone by a few feet ATC is working in miles of separation. Chances of hitting another airplane are nil.
  12. At high altitude during a rapid or explosive decompression one can not hold ones breath due to the lowering of the ambient air pressure surrounding the subject. All the available "air" is forced out of the lungs to balance the pressures between the outside and inside of the lungs. In addition to the 4 normal types of hypoxia (Hypoxic Hypoxia, Hypemic Hypoxia, Stagnant Hypoxia, Histoxic Hypoxia) (we are only talking about Hypoxic Hypoxia in this discussion) there is another form called "reversed diffusion" or "fulminating hypoxia" that occurs when the air is forcibly removed from the lungs by a rapid decompression. This causes the TUC to be further reduced by 1/3 to 1/2 normal TUC times. This is why any RD or explosive decompression at high altitude is so dangerous (especially above 35,000' and it is why the very first memory item on any jet check list is "Don O2 Mask Immediately" "Make sure it is set to 100%" (which it should have been on preflight). Up real high (again above usually 30000 to 35000' the mask automatically goes into what we refer to as "Pressure Breathing Mode" whereby the mask actually forces O2 into your lungs at an elevated pressure so that there is enough pressure (so that the "partial pressure of the O2 is high enough) to force O2 across your lung surface and into your blood stream. Partial Pressure In short, O2 makes up about 20% of the atmosphere and Sea Level pressure of the air is about 14.7 psi. SO therefore the O2 accounts for about 20% of the 14.7 psi or about 3.0 psi of the air pressure. When at 18,000' we are above @ 50% of the atmosphere and have about 7.3 psi air pressure. O2 gives us about 1.5 psi of that air pressure. You can see that the pressure available to push the O2 across the lung membrane is way low at 18,000' and worse the higher you go. So taking a deep breath at altitude while it may help a little (more of the weak O2 molecules touching the lung surface) the pressure to push them effectively across the membrane just isn't there. So, maybe a little help but in reality the only thing that really helps is a higher concentration of O2 being inhaled (up to certain limits of altitude with out 'pressure breathing") and only with pressure breathing at very high altitudes. 100% O2 at ambient pressure and at very high altitudes will do nothing as the partial pressure is so low no O2 is transferred to the blood steam. Just for thoughts- How good do you think those little Mickey Mouse O2 masks that drop down on commercial flights will work at 41,000'' if the 757 has an RD? Think about that one for minute! Secondly, even at the low 20s a loss of O2 is a real emergency!! Don't waste time trouble shooting the issue. You may never resolve it. And, an EMERGENCY DECENT is NOT done at 800 feet per minute. To hell with the supposed shock cooling, pull the power to idle and get your butt down as fast as you can! Its nothing to play dainty about. Also, everyone has their own "resting" physiological altitude. Even if you live right at sea level your body may metabolize O2 as if you were really at say 4,000'. Then when you go fly up to say 9.000' your body really thinks it is at 13,000' . Everyone is different and everyone has a different resting altitude. I've had 3 for real RDs in jets in my career (and 1 in an MU-2) (ya I had a few junk jets in the career {all 121s though}) and I can tell you it was dump the power and the nose and get down time. We didn't screw around. With cabin climbs in excess of 6000 fpm you don't have time to lose. Same goes for mid 20s non-pressurized as you really don't know when the clock started ticking on your PERSONAL TUC. TUCs only apply if you have a for real marker of when the O2 stopped (like an explosive decompression). In our Mooneys you really don't know how long it has been since the O2 system went down. If you haven't taken a chamber ride to find your own tolerance for hypoxia you're not safe at altitude, period IMO!!!! Get in line and get it done, no excuses. My sermon- You're not a safe pilot until you have been tempered and you're not tempered until you do something in an airplane that scares the living S%^& out of you and YOU know you did it to yourself. Flying takes on a whole new perspective after that. As an aside- In WWI fighter pilots routinely flew up to 18,000 to 20,000 feet without O2 (they didn't even know about it) and stayed there for 1 hour or more. They all complained of various deficiencies upon returning to earth and we'll never know how many never woke up until impacting the ground out of control. Remember, they were young and very healthy pilots who's average life span in WWI was 1 to 3 weeks. How good of shape were they in after cruising at 18,000' for a period of time and then going down to 14,000 or 15,000 feet to dog fight?
  13. Probably can't relocate due to angle of coverage requirements Strobe pulse might also interfere with the ADSB through EMF You will have a white LED tail light though. As mentioned you are limited to below 18,000' with uAvionix ADSB Yes I saw the law suit was settled uAvionix received a patent on their technology thus negating Garmin's claim IIRC
  14. An OPP is a legal part, just like any other part you put on your airplane. Nothing there to deny insurance if done correctly.