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N201MKTurbo

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N201MKTurbo last won the day on May 19

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About N201MKTurbo

  • Birthday 04/06/1957

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    Tempe, AZ
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    N201MK
  • Model
    M20J

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  1. Why is your pump crooked? It has spacers on one side to make it crooked. That ain’t right…
  2. I have been working on Mooneys for 40 years. I have recently been working on other planes. One of the other planes are Cessna 310s. You look at our gear actuators. They are relatively small compact units. Then I work on a twin Cessna. The gear actuator is this monstrosity that is like 18 inches in diameter and six inches thick with a motor that looks like a Prestolite starter. You can probably buy those huge actuators by the pallet load at the junk yards for little money.
  3. It’s too bad you didn’t inspect them yourself. Then you would have a good idea of how fast they are wearing and how much life they have left. I replaced my gears in 04 I think. My gear was horribly misrigged before that and chewed them up. Since then I inspect them every 200 hours and at this point, there is no detectable wear. So I think they will make it to the end.
  4. Would it be Mooney or Lycoming? Or somebody else? I think our engines could easily use the stuff if we retarded the timing a little bit. The problem is, that would change all the performance charts, a little bit. Somebody would need to update them. Mooney would be the best to do that, but why would they? What’s in it for them? Unless they could charge a boatload for the STC.
  5. Absolutely, the only time you get to do anything interesting is bringing it up after an outage. The rest of the time you are watching a bunch of meters hoping they don’t do anything. I have a simulator for a GE BWR reactor. I have brought it on line about 10 times. I have never done it without getting an alarm. Usually for one of the monitors going out of range. It is because it is so boring. It takes a few hours to do it. As you are notching the control rods out according to the rod plan, you have to keep the neutron monitors between 20% and 80%. With the intermediate range monitor, it is just like changing the range selector on your voltmeter. When you notch the rods out, the neutron flux goes up, then settles down, then you notch it up again. If you are not paying attention and the reading goes to 81% of full scale you get an alarm. It gets more interesting once you are on the average power range monitor, then you can make enough power to spin the turbine and make sure the condenser is working and such, then sync the generator to the grid and close the generator breaker. Then you can notch the rods the rest of the way out. Palo Verde runs with all the rods out and controls the reactivity with the amount of boric acid in the primary water. This way the fuel rods react evenly. At least top to bottom.
  6. Yes, I was talking about certified aircraft engines. Most don’t realize how optimized they already are. But even thinking about hot rodding auto engines. When you increase the power output beyond its structural design, you compromise reliability. With aircraft engines, I value reliability above performance.
  7. A friend of mine was in TV production and filmed an industrial show at Palo Verde before it was fueled. He got to go into the containment building and even got to look into the reactor. They had the head off for eventual fueling. He was blown away by how thick the walls of the containment building were. He said if there was a nuclear attack, he wanted to be in that building. Ive studied that plant extensively. I’ve twice been offered admission to the operator training class. I’m too old and it is too far to drive. Even though it would be cool to have your hands on the throttle of a 1,000,000 HP engine. If a terrorist wanted to kill the plant, they should aim for the diesel generators and the power lines leaving the plant.
  8. That could work. Seems like it would add too much bulk, but maybe not. I wonder why your RTV didn’t cure. I’ve never had that problem.
  9. Most of the things people do to increase the power of their engines have very little effect.
  10. Depending on how big a leak you are talking about. A small leak will just get you a lower critical altitude. A big leak will make your plane a NA engine, possibly with jacked up mixtures. Once on my injected M20F, one of the intake risers fell clean off. The mixture was behaving weirdly, but the engine ran fine.
  11. If you wanted to crash your terror Cessna into the Palo Verde Nuclear Generating Station, there would already be a Cessna bug splat on the side of the containment building before the pilots at Luke AFB even got to their supersonic airplanes.
  12. Whether you agree with the TFRs or not. (I’m with you on that) It is still our job as a pilot to obey them. I doubt he violated the TFR just because he didn’t like it.
  13. Seems like a reasonable penance for his sin.
  14. I have a book from 1938 that goes way deep into the combustion event and cylinder pressure vs crank angle. You need a PHD in math to totally get all the calculus. I know enough to be dangerous. It goes into flame speed with regard to mixture, pressure, temperature and fuel composition and RPM. After all that math, a rule of thumb is, you want maximum cylinder pressure at about 15 degrees after TDC, so you have to work backwards from there to get the optimum spark advance. Of course, you can skip all the math and put the engine on a dyno and adjust the advance for maximum torque. But you have to consider detonation. Maximum torque happens at maximum cylinder pressure at the optimum crank angle. But at some combination of fuel, pressure and temperature, the charge will detonate. Which means the remaining unreacted fuel charge will instantly and completely react. This will cause a supersonic shock wave inside your cylinder. The intensity of that shock wave depends on how much unburned fuel is left in the cylinder when the pressure and temperature get to the detonation conditions. It usually happens near the end of the burn, so it is usually much h smaller than it could be. Anyway, at high manifold pressures and high cylinder pressures, you may get to detonation before you get to maximum torque, so you have to operate at sub optimal max pressures crank angles. The higher the octane number of the fuel, the higher the power that can be achieved with optimized combustion events. A richer mixture burns faster than a lean mixture. Therefore the advance necessary for getting max pressure at the optimum crank angle is less, and conversely, a lean mixture requires more advance to get max pressure at the optimum crank angle. The optimum crank angle is complex. It is the highest mean crank torque which is a function of the rate of expansion of the fuel air charge, the rate of expansion of the cylinder as the piston goes down and leverage of the piston on the crankshaft. The cylinder volume and leverage on the crank is the sum of two sine functions. One is the crank angle and the other is the connecting rod angle to the piston. It makes nuclear physics look simple.
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