jetdriven

The Cessna 172 service manual says wheel brings every 400 hours.

So all those planes getting the wheel bearings re-packed every year again the question is, has anybody found any wheel bearings that were damaged by hard landings or gyroscopic loads from retraction? Probably 6000 of these planes in Service still so that’s 6000 sets of wheel bearings repacked every year. I’m a big believer in changing my mind when the data supports that, but we haven’t seen anything….it’s like those leaking bladders and everything else.

I think yours are the riveted kind.

I don’t think that statement was very clear. Certainly I trust the cylinder shop to tell me how to build a cylinder, and to do the job right, but what I don’t really get is speculation of what caused or did not cause the cylinder to fail especially when it’s something nebulous like some kind of additive or whether or not, he was running rich or lean of peak. Now if the thing was overheated and turned blue, or the cylinder barrel was scuffed completely out of it, I’ll pay attention to that, but I prefer to use data backed up by thousands of pilots who have been operating these planes a certain way and to operate them the same way they do. I’ve heard of people saying cam guard or Av blend or whatever is snake oil and it doesn’t work but I never heard anybody say that it actually causes your engine to go bad.

Landing the airplane in a crab is going to put more side load on the bearings than any gyroscopic procession, same thing with a hard landing. and in either case, those parts are robust enough. Has anybody ever heard of a wheel bearing failure from a hard landing or otherwise? I only see them get corrosion and get thrown out, but I’ve never seen one fail from anything else.

What issues are occurring engines with Camguard that he can tell? I’m just curious. It’s just an anti-corrosion additive. But as far as actually causing problems, I can’t understand that. Like the last cylinder shop, I went to the guy had a big old pile of cylinders, and he said Lena peak ruins engines, and I said which cylinders did those which engines do those cylinders come off of, and he said 0470’s and O320’s. which are all carbureted and don’t run lean of peak and I said well that’s a pretty big pile there isn’t it? I also don’t put a ton of stock in operation advice from people who aren’t operators.

IIRC Surefly reccommends stock gap, its Electroair who says .030"..

Flunked a prebuy most likely. There's a reason for that. Also, dont use someone recommended by the broker, or anyone that knows them.

You could mount a fuse off of the battery and a circuit breaker in the cockpit, but this is a lot of pieces of hardware in the circuit which introduces more points of failure… plus if the fuse blows you’re still in the same position where if you didn’t have a breaker. you can mount a circuit breaker right off of the hot side of the battery contactor but then if that trips you still can’t reset it in flight. So you just saved yourself the cost of a fuse, but then you have to mount the circuit breaker somehow in a manner where it’s secure from moving and where the terminals in the backside of it are protected. You could run the hot wire right up the side of the battery off of the contactor to the panel to your circuit breaker, but if anything chafes into that wire between the circuit breaker, and the battery, it’s going to likely catch your airplane on fire. Hence the reason for the STC saying that the fuse needs to be located as close to the battery as possible. The J model already has a fuse back there for the clock.

West is quite soft and flexible. MGS is real structural aircraft epoxy and it is very stiff when cured. It also remains that way when hot.

It looks like that the dual electroair system is basically two single electroair sets of hardware to fire both sets of plugs. But I can’t seem to quantify any increase at all from the single electroair installed over a Bendix 1200 magneto, I fail to see how two of them is better as well. It’s actually more complex than a dual magneto. It does seem to run a little leaner before misfiring, and it does run a little warmer in the summertime, but the speed, both full rich full speed, LOP cruise, and everywhere else is about the same. Weirdly, it runs warmer in LOP cruise, and when you lean it further to get it cool enough, it’s actually a little bit slower.

You can send baro minimums on the screen and it will ding at you

That’s interesting. I did not know they were yet building angle valve cylinders. Now the other side is you can get them, but how good are they? Because the Continental cylinders they bolt on factory engines, wear out the valve guides and the bores at midtime.

There is only one source for new angle valve cylinders, and that is Lycoming. Last I heard they said call back in a couple of years, but not for a very long time.

Ive ran engines LOP with a single point Westach analog EGT. run it at 65% power and lean to lose 3 KIAS.

I wouldn’t bolt anything that came out of Kelly’s factory, to my lawnmower.

It’s not the case right now but pre-Covid some of these airplanes cost nearly one percent of their value per hour to operate, all in.

Lean of peak is a curve. I know these BeechTalk guys always preach 50 to 80 lean of peak but that is way too far down the curve for a lycoming. You actual nautical miles per gallon actually go back down again around that point, and your trip burn increases and you lost all the speed for no gain.

Old Republic just offered smooth limits to us

You really ought to scour it, because fixing the things missed can get hellishly expensive. Even things like the glideslope not capturing on the autopilot, gyros, electric trim, all lof these quickly cascade upwards. Thats on top of the usual damage, corrosion, shoddy repairs, inop or malfunctioning components, worn out rod ends, etc etc

It will be interesting to see all the emails and phone calls and notifications that vans got from owners of kits when they realize that these laser drill holes were cracking when dimpling, and also the quick build kits from the Philippines, which had the corrosive wash primer. I’m sure there were several upset emails and correspondence to the company which they similarly ignored, and dismissed, and now they’re going to answer for that.

It will be interesting to see all the emails and phone calls and notifications that vans got from owners of kits when they realize that these laser drill holes were cracking when dimpling, and also the quick build kits from the Philippines, which had the corrosive wash primer. I’m sure there were several upset emails and correspondence to the company which they similarly ignored, and dismissed, and now they’re going to answer for that.

It will be interesting to see all the emails and phone calls and notifications that vans got from owners of kits when they realize that these laser drill holes were cracking when dimpling, and also the quick build kits from the Philippines, which had the corrosive wash primer. I’m sure there were several upset emails and correspondence to the company which they similarly ignored, and dismissed, and now they’re going to answer for that.

it cost over 7K to add the second two bladders to make it 64. Just do it upfront. You may not want to fly out all 64 gallons but its ncie to tanker fuel roundtrip and skip the 8$ avgas at the place you're going, for example.

if you do the bladders, get the full 64.