jetdriven

Locking it forces you to close it, but has anybody ever had an unlocked baggage door open that was actually closed?

Actually, the UK pilot, his baggage door handle was closed flat, and likely locked, but whoever was maintaining the airplane had the hitch pin underneath of the interior emergency release, instead of on top of it. It actutally forces it unlocked. His aircraft actually did not conform to the type certificate and it was not airworthy because of that. Theres actually an AD on those baggage door mechanisms.

Maybe if it’s on an engine stand, you can R&R all cylinders in 8 hours but on the plane by the time we take the baffling and everything else apart it’s quite a bit more than that. And then you still have to end up honing the cylinders and putting new rings on it and you gotta file fit the rings to the right end gap and then you still got to check the dry tappet clearance too. Then reassemble the whole airplane with the exhaust, the induction tubes, the baffling, spark, plug leads, plugs, valve train, and everything else.

But the newest ones now are some kind of phosphor bronze again. I don’t know if they’re the same alloy as the small end rod bushing but they’re not aluminum.

The piston pins are full floating. The bushing is pressed to the end of the connecting rod and it’s basically part of the rod. The pin fits through the piston and the small end of the rod and the other side of the piston by hand. There is a bushing that goes over each end of the piston pin from the outside of the piston. . Unless you’re talking about superior pistons, and pins which have an integrated button on the end of the piston pin, which is not interchangeable. Those must be replaced in opposing pairs.

When the parts left the factory I think. Still reading

That AD affected period ends feb 2017 so you’re likely good.

Any engine that may have these Lycoming rod bushings installed is affected.

Sounds like you have to pull the engine oil suction screen every oil change too now which is going to be a little bit more expensive every time.

These are lifters out of a 2017 Acclaim Continental engine with 800 hours since new, two days after we were removed from an engine that flew in the day before. And it flew regularly, was treated right and even had cam guard in it.

I noticed a lot of businesses are quick to blame their own shortcomings on Covid. By and large Covid supply chain disruptions have ended.. And everybody else is putting out stuff, how long are Continental Engines delayed for parts? last I checked, you can’t get cases you can’t get cylinders you can’t get crankshafts. There’s more to it than this.

Just be careful, because it may roast your brand new cylinders before you figure out it doesn’t have enough fuel flow. I think yours is at 19 gallons before I would want at least that much

Tell them you want 10 or 15% more FF Russ http://dgsupply.com

You’ll have to search Jewell on this forum and other forums to understand what kind of reputation that place has. And it’s not you’re trying to hold them to some impossible standard, it’s just they have no standards at all. We had a fresh jewell overhaul engine show up at our shop with the oil leaking from a blind bolt hole. Lycoming said replace the case half, you can’t have oil coming out of a blind hole. Jewell said smear some some glue in it. I had to tell the owner we couldn’t annual his airplane because there’s no way I can sign that off and I don’t think anybody with a conscience could either.

Sometimes five minutes earlier, and with the same fuel at destination, so something happened there.

No, I havent. Whats the deal with that? I just skimmed over it, it sounds like video remote supervision is disallowed. Im surprisewd anyone has even tried that, the reg says "in person"

You don't have to have a mechanic standing over the guy's shoulder, but you need to have a licensed mechanic be readily available, in person, to consult. It's the same thing with owner supervision, if you had a mechanic standing over your shoulder watching you do each task it wouldn't save any money. It depends on the skill and the aptitude of the non-licensed person and his relationship with the supervising mechanic. Each situation is different.

I’m still learning about this. It seems the twin Comanche was the first thing to get wide deck engines in 1963 or 64. And then it came from there.

Wide deck didn’t come out until about 1975-1976. Yours is a wide deck engine that IIRC matches the original S/N but that had to be a narrow deck engine originally. But none of the two overhaul records really mention swapping the case for a wide deck. But there’s one on it.

Bob Wagstaff at K&W Aviation in Laporte Texas, T41. I worked out there with Bob and his crew for the better part of 10 years and they know Mooneys quite well. We learned together

And just today he left two totally false reviews of my business website, one from a fake name.

Auto throttles and TCAS are tens of thousands each. A com radio is like 2k. That whole argument is nothing but hyperbole and is designed to blow up the conversation. On the other thread, we’re talking about somebody almost running over somebody in an Aeronca something or other with no radio. And again the barrier to entry is like low enough to where If you can’t afford it you probably shouldn’t be flying. Rental planes have Com radios.

Cirrus are more expensive in Maintenance and insurance than a lot of comparable planes, including Mooneys. Bonanzas too. Even Mike Busch has said this. Whoever told you that was selling airplanes and dreams.

It doesn’t matter if the gear is down or not. NMPG is efficiency. and I guess I bought the right plane first. 14 years and only one.

You really want to measure the load shed configuration then write both the config and the amp draw down. Also, a lot of planes are difficult to tell precisely when the alternator fails. The GI275 is awesome but the only alert is the V displayed is now 12 something and a very small blinking status triangle. It’s easy to miss, and 10 mins of that is 5AH in a 30A plane.