jetdriven

the AV20 disagrees with the natural horizon.

Ive never been able to use the gunsight down the spine to the flywheel marks worth a hoot. Often, the marks on the flywheel and starter are visible. Those are great. In Grant's case, its using the metal threaded piston stop that indexes a rite-system digital angle gauge. You can get repeatable results to about .1 or .2 degrees from different mechanics. We've had the first guy write it down, then zero the gauge and have the next guy do it. He gets the same number. It goes out for annual. It flies 50hrs. It comes back, we measure it again. Then look at last years sheet, its the same too.

I thought in IA school, they said you could deviate from the STC as long as the deviation was itself considered, minor. I would take that as the remaining stuff left behind would then be placarded "advisory".

That certainly looks like detonation, but it may also be things like improperly, sized piston, and cylinder fit or incorrect ring gap. I could have a fairly massive intake gasket leak, or perhaps the intake gasket was not even installed.

The paper gasket at the end of the pipe where it meets the flange seems to always leak. The Continental manual M-0 says to spray coat these gaskets with copper spray, but Lycoming doesnt specify sealant. We copper spray them, and they never leak, but the ones that aren't always leak.

May want to reconsider the extra 10 gallons, it also allows you to tanker fuel to someplace that has eight dollar a gallon gas that you can avoid buying it.

We just cut the corporate tax rate in half forever, did prices go down? Did executive compensation, margins and share buy backs go up?

Bladders add 37-40 pounds, but they effectively end the risk of future fuel leaks. Plenty of airplanes on here lamenting fuel leaks, but none lamenting bladders leaking. Theyre made of really thick rubber, about 3/16". and theyre durable. We just did a set of fuel bladders for a PA30 Twin Comanche. The bladders in these are very thin and flexible. About 1/32" thick. But guess what, 3 of the 4 were original 1969. One was leaking a little, so we did the whole set. I had the 10 gallon add on kit added to my plane a couple years ago. This requires removing the outboard bladder and gluing a nipple onto it to connect to the new bladder. Still supple, still great condition. It was installed in 1992. So I guess were good for a while. We do patch wing tank fuel leaks occasionally. You'd be surprised the crap we see. People use non-approved sealants, or they dont mix the approved sealant properly. They dont prep the work, they dont find the leak, they smear it with their gloved fingers. We recently fixed a wing tank that the client paid amost 3K to a well known east coast MSC. The sealant was light gray and it was gooey like putty, it was the wrong stuff, not mixed right, or both. The tank was leaking again after half a year. We've got a 177 Cardinal in our shop right now actually, it was leaking from the outboard corner of the wing tank, the owner is working with us on this, he pulled the top cover off, was sealed with orange RTV and it was gooey and smearing off because it's not supposed to be there, the end board corner of the tank had at least two different kinds of crap smeared all over it, and it was leaking underneath that. After spending the better part of two days, stripping and scraping and stripping and scraping, it's cleaned up enough where we can probably put sealant on it now. Point being, sometimes properly and accurately fixing a wet tank Mooney leak can get very expensive. One client just paid nearly 30 grand to get his 100 gallon tanks stripped and resealed. Prayer is not a strategy. I'm not saying take your plane to O&N and have bladders put in it, but I would say that if the plane has bladders and they're not leaking, that is one $20-$30,000 repair job you're probably not gonna have to ever worry about.

If the airport and airway trust fund is insufficient, they should probably think about raising the fuel tax. But every time you involve private industry into this by the time they take their cut of fees and everything else, it doesn't really close up the revenue gap it just makes some billion dollar company even richer, and gouging users for fees.

There’s also a duty to notify properly and just mailing a letter in the mail to the address that the airplane’s LLC is from is not sufficient notice of mailing. Now, if they sent a certified letter that you signed for or that was returned, possibly, but they’re probably not even going to do that. There’s too many fools that are just willing to roll over and pay them, and for the ones who don’t, they make false threats of liens.

Not to mention that pretty much all of the gas in the US has alcohol blended in it and that's not allowed in Aircraft

In most of the states they've been ruled unconstitutional, and none of them have ever passed a public referendum. But red light camera companies know this, so they call it a civil penalty, and they send you some official looking fake ticket that you can usually ignore, because the whole thing is a scam. Some states, like Maryland, they can refuse to renew the Maryland drivers car registration until they pay it. So they're using the power of the state to enforce a private for profit out of state company to deprive you of property without due process. And yes, I have a problem with that, so should you.

Actually, it does go on. Right here in Northern Virginia. They gave interstate 66 to a consortium of private equity and a foreign, for-profit company for a 50-year lease of I-66 and dynamic tolling with no limit. They sold the public on this thing with a bunch of newspaper articles and a PR blitz that said that the average toll would be about six dollars during peak times. Imagine what happened when the tolls soared to $67 right after it opened, and then the state backpedaled and said well it’s in the contract they can do whatever they want. They also have control of the algorithm so they can make the total whatever they want to for the next 50 years but let’s just say they’re gonna make the $3 billion back pretty quickly.

Can you explain further how it’s gonna alleviate the hanger shortage in this country?

It’s the same thing as these red light cameras, some out-of-town for-profit company calls up the local authority and says hey here’s free cash from heaven without lifting a finger, but we’re just going to tax and raise the hell out of your local constituents. But we get half under your cover, and you get half for doing nothing. But there’s no accountability because you just do it anyway. Do you think airports are calling vector or do you think Vector is out there trying to sell it to airports? take a look at their webpage and see what they’re trying to do. And then read the reviews. They’re pretty good.

A GI275 on the left panel is a great choice too.

Vector has even been charging people for low approaches, and some have been charged for just flying over the airport. And when they complain about the fee, they said contact the airport, but the airport says contact Vector. I’m not sure if they have the ability to place a lien on the aircraft.

Likely, actually. Or it could be the capacitor. Kelley changed their OH manual to say that anything that looks good can be reused. So they do.

As @A64Pilotsays, as you go higher, you have to start raising the RPM and enriching the mixture to keep the true air speed where you want it. For our plane in around 12,000 feet that’s going to be 2700 RPM and 80 rich of peak. Any other power setting is slower. Interestingly, that’s about 9.9 or 10 gallons per hour whether it’s 7000 feet or 12. I recently flew 1000 mile leg last summer, and the only altitude that really worked was 9500 and just slightly lean of peak. There was kind of basically only about nine knots average tail wind, and it’s hard to get that kind of range out of a 64 gallon airplane.

Brake pads and rotors are consumables,

Problem here is that's an approved Navigation light assembly and I don't know if you can swap bulbs out of it and still meet the required brightness and pattern. But you can't put in an OR500 tail LED NAV strobe on that thing and that will satisfy the requirement.

The distribution and sale of G100UL is going to run into a brick wall because all the oil companies have exclusive marketing agreements with FBO's and they can only sell their branded fuel.

It doesn't get simpler than leaving the power where it was and just trimming for the nose to come down at 600-700 feet per minute. The airspeed is still in the green arc and your true airspeed came up 40 kn. Which offsets a lot of the loss that you took during the climb.

You may be surprised to find out the airplane is 5 or 6 knots faster at 2700 RPM that at 2500 RPM at about 10,000 feet or above. And this is with the same fuel flow. You can't make enough percentage of power up there to get what you want, and 2700 is more than 2500.

It’s not so much the oil holes on the crank rod journal because the loads on the rod are pretty low, but what is happening is that instead of having pressure on top of the piston pushing it down you have the crankshaft pulling the rod down and you have negative pressure on top of the pistons and you get ring flutter. It leads to broken rings and other things. Multi engine airplanes doing in-flight air shutdowns, and restarts don’t spend a whole lot of time with the throttle pulled back and windmilling until they are featheredor re-lit. And again, most of this is done at low speed and if the prop is driving the crankshaft at 100 mph is one thing but 150 or 60 miles an hour is something else. If you get on the highway at 60 miles an hour and jam your car into third gear it probably doesn’t hurt at all that much but if you shove it first, the forces are magnified. but generally speaking, you want positive torque on the crankshaft, and you want the engine pulling the prop, pulling the airplane forward, even if it’s just a small amount. In a four-cylinder Mooney, at high speed it’s probably around 18 or 20 inches, and at lower speed it will be less, like 16” and frankly, in the pattern if you’re going 100 miles an hour and you pull the power off and do a short approach it probably doesn’t matter all that much. But it’s at high speed where it does. I went for a ride in an Rv8 of a friend of mine and we flew around a while, and he had this habit of getting right up to the airport and then pulling the power almost to idle, and then shoving the nose down and the whole airplane kind of buzzed and had this flutter because of the air going through the prop air is disturbed because again, negative torque. He also seems to be getting about 400-500 hours on cylinders before he has to redo them, and the rings are always broken. Well, I have a theory as to why that’s happening.