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N201MKTurbo

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  1. N201MKTurbo
    SL13923A Superior Air Parts Aircraft Products BUSHING CONNECTING ROD - Part Number: SL13923A - [IN STOCK] 01K28983 Lycoming BUSHING CONNECTING ROD UPPER - Part Number: 01K28983 LW-13923 BUSHING-CONNECTING ROD-UPPER(2 - Part Number: LW-13923 AEL13923 Continental Bushing Connecting Rod - Part Number: AEL13923 - [IN STOCK] It looks like Lycoming, Continental and Superior make this bushing.
  2. N201MKTurbo
    I believe Superior also makes these bushings.
  3. N201MKTurbo
    It would be the one in the rod. The ones that are on the ends of the pin are aluminum.
  4. N201MKTurbo
    It is normally done in an arbor press. It is possible to make a device to do it on the plane, but it would be expensive to make. I think the normal way to do it would be to take the rod off the engine, change the bushing and put the rod back on. It can be done if you take all the cylinders off. You will need to buy new rod bolts and nuts, they are about $100 each and you need two for each rod.
  5. N201MKTurbo
    That is very unlikely. Reseating the radio can clean the connections and break any oxide buildup. The mere act of removing and replacing it likely fixed it.
  6. N201MKTurbo
    But the high power settings are used for takeoff and climb. You don’t want to run LOP, or lean in climb. Once you are set up for cruise, go LOP run your TITs as high as you want, up to 1650 if you like.
  7. N201MKTurbo
    Who did your engine? If it was a field overhaul, they probably were done in house or sent to a machine shop like Aircraft specialty Services. When I did my engine I sent them out. The paperwork I think just said Reconditioned rods per Lycoming service manual. They obviously had new bushings when they came back. I will have to dig up the receipts to see if the bushing manufacturer is listed. They could be Superior. Mine falls outside the time span, so it doesn't really matter to me. I haven't read the AD yet, does it apply to all Lycoming engines, or just engines from Lycoming?
  8. N201MKTurbo
    First off, the airplane POH supersedes the engine manual. It seems reasonable to limit the TIT at higher power settings. you will probably never get to 1550 without exceeding the CHT limit anyway.
  9. N201MKTurbo
    Sounds like CYA to me. When I rebuilt me engine, I sent the rods to Aircraft Specialty Services, who replaced the bushings. Does the AD affect them or just rods rebuilt from Lycoming? Or was it any engine that used Lycoming bushings? I would have to dig into the paperwork to see if they told me which bushings were installed.
  10. N201MKTurbo
    I’m a little confused by your picture too. Is it from inside or outside of the cowl?
  11. N201MKTurbo
    Yes, and the ones around the alternator. They need to be up into the wind, if they are down the wind just blows them open.
  12. N201MKTurbo
    You should fix your baffle seal, it is laying the wrong way.
  13. N201MKTurbo
    FWIW, the brushes they use on those motors are huge. I doubt they will ever ware out. I have had them unscrew, but if that happens the motor won’t move at all. There isn’t anything I can think of that would make the motor only fail in one direction.
  14. N201MKTurbo
    If the motor stops intermittently with the unsafe light on, it may be the contactor. Next time it doesn’t retract, move your seat back and stomp on the floor right in front of the seat and see if it starts back up.
  15. N201MKTurbo
    I think they are cool too. My old M20F had one that was serviceable. I had it running smooth and quiet when I sold the plane. My 56 Cessna has the one with the sealed motor. It was frozen when I got the plane, it runs reliably now.
  16. N201MKTurbo
    You should look in the IPC They are probably an AN 517 screw and from the ring around it it had a A3135-SS-017 type washer.
  17. N201MKTurbo
    If it is gentle enough, the nose gear doors, step and flap hinges will support the plane.
  18. N201MKTurbo
    So, I'm an aviation geek and bring my Stratus and IPad along on airline flights. It is pretty easy to tell when the plane is being hand flown. I would say it is about 10% of the time. So all you airline pilots, what is your experience hand flying the plane? How often is it done? How often are approaches flown by hand? I realize with an Airbus you are never really hand flying it.
  19. N201MKTurbo
    Yea, looking up a number on a simple chart is a lot of work... Would I be out of line saying that I got the feeling the captain didn't feel competent hand flying the plane? His copilot sounded more competent. The hardest part would be the approach, and they had to do one without the autothrottles anyway. Climb cruise and descent are pretty easy.
  20. N201MKTurbo
    I have very little real jet experience. A couple of hours in the right seat of a Citation mostly talking on the radio. But I do have about 50 hours in a 737-200 sim. It had a pitch and roll autopilot and a yaw damper. No autothrottles. It was a long time ago, but the first thing we would do after getting ready to depart was look up the EPR limits and setting the bug. We would check the EPR limits on approach in case we needed to go around. All other power settings were done from memory. I seem to recall we started approaches at 200 PPH/side. Getting the power right was half the fun...
  21. N201MKTurbo
    I have a turbo Mazda motor in my garage on an engine stand. I intended to build a sand rail for it. It is still on the project list and probably will be for a long time.
  22. N201MKTurbo
    Those slide switches get sticky over time, cleaning and lubing them would probably get them going.
  23. N201MKTurbo
    Did you track the push rods so they went back in the same place? It looks like you threw them both in the same bucket.
  24. N201MKTurbo
    How many refuelings did that take?
  25. N201MKTurbo
    One thing I’ve noticed is if you a get fire breathing speedster, it isn’t much good for just going out and boring holes in the sky just for the hell of it. They are only good for long cross countries. If you fly long cross countries every few days, then a speedster is the plane for you.
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