cliffy

None better than "The High and the Mighty" with John Wayne. I can hear him whistling the tune right now.

We're wrecking them faster than they can build them.

I remember reading something about the air scoop inlet way back when. Gotta try to remember what it was. Long exhaust pipe keeps the belly clean as does a little extension to the breather line Keep us posted

Every system will have its own a critical altitude where, by design, the system will not maintain max MP anymore. It usually is found in the POH. It is usually defined as where the wastegate closes fully but with a fixed wastegate the function is the same. When testing the actual altitude where the MP can not be maintained MAY vary some (a couple thousand feet) due to normal wear, atmospheric conditions, etc. But if the CA is way lower than called for that starts the investigation as to why. Bad turbo, bad wastegate, system leaks? BTW a little Mouse Milk squirted on the wastegate linkage and valve axle once and awhile does wonders in keeping them free and working. Old trick I learned decades ago on Navajos.

Getting out in a hurry? Another good point for 2 doors!

Boring cylinders (although a dull subject :-) is/was a standard aircraft engine process. The cost delta value between new, good used and bored cylinders is something only the owner can value in his application. There is no horsepower increase ever noted with bored cylinders in aircraft.

Get the correct wrench as mentioned No problem after that. Don't use teflon tape as mentioned Dry installation

BTW I've flown in and out of that airport for 50+ years Landing on SF Road ain't so easy as it's VERY busy with cars. I have a couple of friends who crashed on it right about there, 2 years ago.

" A Vertical Tale" by Slick Cruiser If it's old enough and has a Brittain autopilot I have dibs It'snot even off the street yet and we're dividing it up :-)

Decent planning was the key. In the 757 and a visual to 28 SFO you're doing your decent planning from the east side of the bay down near SJC, You needed 210 kts clean at 10 miles out and near the GS for a smooth transition to landing configuration. 20-30 kts faster or a 1000' higher at 10 miles and you might not get stable by 500'. It was a glider. The 73 was easier. Draggier airframe and the boards worked better at slowing you. The 727 was a different world with its (wing disassembly) boards. :-)

Come on folks, some of you that are so interested in having a chute chime in on the recurring cost aspect. Is it really that valuable to you at $2000/year ?

Are you saying that the RJ system has no critical altitude listed in its performance manual? That the RJ system wastegate never closes? I have no access to an RJ manual but most every other turbo system I have ever worked on or flown had an altitude defined by the manual (when operating correctly) at which the waste gate was finally closed and above which the manifold pressure would begin to drop. "Critical Altitude" for the turbo system. Any altitude lower (sometimes WAY lower) shows a turbo weakness, bad waste gate or system leaks that the turbo can't keep up with. The question is, does the turbo system match what the book says it should do or not? Guess work aside. If one is testing a system the "I would think" procedure won't cut it especially if it has financial risks like the cost of a turbo replacement after a purchase that the prebuy didn't find. If I'm doing your prebuy you can bet I'll check this so I don't get blamed for not finding a bad turbo system when your first annual rolls around and you won't be faced with that expense. Isn't this where we get into that high cost of the first annual business?

You will need to do a "turbo critical altitude" flight check. Find out what is listed as the Critical Altitude for the turbo, fly to above that altitude to check and see if the system is working properly. If the turbo can not make it to Critical Altitude without loosing manifold pressure you either have a worn out turbo, bad waste gate or intake system leaks.

Just curious about all the talk of the chute, We just had a local 22 go in for a chute and rocket 10 year replacement. Cost right at $20,000. In my book that's 2K a year just for chute and rocket change. Doesn't that alone dampen some enthusiasm for the system? That works out to be a little over 600 gallons of gas. Let's see, I burn sat 10/hr so that's 60+ hrs of flying. 6-7 hrs/ year.

I paid $2.80/GAL at E80 a week ago in Texas Even our car gas here in the boonies is $1.99/GAL

Mine works fine without the balancing balls. Guess I'm just lucky on this one

Mine actually lost weight when it was reweighed.

Damn if they were brown instead of blue they'd be sold by now and coming here.

The question was rhetorical :-) Just because it's difficult doesn't mean it can't be done correctly with solid rivets Another consideration is that blind rivets rely on friction to stay tight. How much flexing does the seat rail and floor get anytime the aircraft is moving (taxi or flight)? It's flexing all the time, with all the weight of passengers, working the friction areas of blind rivets loose if they are used on the rails. What holds you in the seat in the event of a crash? The seat belt. What does the seat belt attach to? The seal structure. What keeps the seat from pulling loose in a crash? The seat rails Maybe it's not such a bad idea to follow the manufacturer and 43.13 on rivets when replacing seat rails. My shields are up

There is a SB that allows the timing to be set to 20 degrees by engine s/n as noted in the link I provided above.

They do and have (as documented for decades) disassembled airplanes far enough to require an A&P to reassemble. If you are within the "border zone" (as noted in many internet commentary lists to be within 100 miles of any border, their claim not yet adjudicated) they feel they have the right to stop and inspect without any court order or warrant. If you are say 300 miles from the border and they want to inspect you might have better grounds to refuse.

My Dad used to (50 yrs ago) put a little dab of moly grease on each xmas light bulb outside in our yard. After a year or 2 we never lost another bulb to theft! :-) Is it MIL-PRF-23827 compliant? Check the Wally World label to determine if it meets spec:-)

http://generalaviationnews.com/2012/05/08/ask-paul-what-is-the-correct-timing-for-my-engine/ The above link may be of great help to you and your A&P. The correct magnetos for your engine are listed in Lycoming publications and the engine Type Certificate. Don't just take someone's word for it.. Be positive you have the correct magnetos.. There is no need for guesswork here. it's all in publications. Find them and read them. Any good shop will have them available on computer to research.

Well all I'm asking is those who have gone through the situation how long did it take? Not really asking for guesswork, estimations or suppositions. I'm just looking to make a table with empirical data.

Just trying to get an understanding of how long it takes to get back in the air after a gear up. No I haven't done it (yet) but I'm trying to determine what all those who have direct information have seen in the length of time from sliding on the runway until the airplane gets back in the air. My best guess at this point is 4 to 5 months. Can those with direct information (not speculation) please chime in? Thanks