jetdriven

crickets

Here is a filter cut open yesterday from our plane. 50.1 hours on an oil change, Aeroshell W100, and Camguard at 5%. See any carbon or metal? None. Zero. Thanks for my partners running LOP, I owe them a steak dinner. The bypass magnet was clean too. If we are harming the engine this way, I'd love to see some evidence.

Do some more reading. Synthetic oil blends are not optimal for an air cooled Lycoming or Continental engine. from; http://www.avweb.com/news/savvyaviator/savvy_aviator_52_thinking_about_oil_changes_196730-1.html [Mike Busch] My own personal experience agrees with this: I have investigated many cases of premature cam and lifter distress(generally caused by corrosion during periods of disuse) and without exception they all involved engines operating on Aeroshell 15W-50 multigrade. Ed Kollin: First problem; Polyalpha olefin (PAO), is the synthetic basestock used in AeroShell 15W-50 (at 50%) and Exxon Elite (at 26%) and the defunct Mobil AV1 (at 100%). It has excellent high and low temperature viscometric properties, high viscosity index (doesn't’t thin as much with increasing temp) and (low temp pour point) and good high temperature stability (when used with the proper antioxidant package). However, NONE OF THIS IS IMPORTANT FOR AIR-COOLED AIRCRAFT ENGINES! PAO has terrible solvency characteristics. It is so bad, that most additives will not dissolve in it. It needs to be combined with an ester (10-20%), alkylated naphthalene (5-25%) or mineral basestock (40-75% Aeroshell and Elite) just to get the additives to dissolve. This is fine for a heavily additized passenger car motor oil but NOT for a low additive treat rate oil used in a very high blow-by, leaded fuel aircraft engine. The ability to keep an engine clean by keeping combustion by-products in suspension is essential for an aircraft oil and the basestock works hand in hand with the dispersant to achieve this. In my opinion PAO is the worst possible choice of basestock for piston aviation oils, and Exxon and Shell did not learn anything from Mobil’s AV1 spectacular failure. Mineral oils (non dispersant) by themselves, have difficulty solubizing the blow-by for long (witness the engine varnish with the use of non-dispersant oils) but it is nothing compared to the problem PAO has with it. The problem with Mobil AV1 was never the lead bromide (lead salt) particles, it has always been the partially combusted blow-by fuel in the crankcase that forms resinous varnish and captures the lead particles making a thicker deposit that is the problem. It was that way with Mobil AV1 and it remains so with the semi-synthetics. from: http://www.beechtalk.com/forums/viewtopic.php?f=37&t=58932&p=605424 http://goliath.ecnext.com/coms2/gi_0199-12586945/Aircraft-engine-oils-BP-vs.html http://www.avweb.com/news/maint/answers_about_oil_195194-1.html

If you float in the flare you were too fast, whether in a 152, an Acclaim, or a 747. Popping out speedbrakes, raising flaps, or any other action like that over the numbers is a cover-up for poor technique and excess airspeed on final. Flame on, but this is a basic airmanship thing.

you can register for BeechTalk for free. [from email] Byron, Your concern has been a common one throughout this deposit program, however it is really a misconception. While Avidyne did lose the Cirrus contract over 4 years ago we have continued to thrive though what has always been our primary revenue source, our sensors business (TAS, TWX, MLB etc) we are still OEM on Piper, Diamond and a most turbine helicopter manufacturers for those products. To replace our Cirrus business we launched our Release 9. There have actually be quarters where we've had more R9 sales than Cirrus had new deliveries. We launched the IFD deposit program for a couple of reasons: With the launch of Garmin's GTN products we wanted to let people know that there will be an option in panel mount avionics before they made the decision to upgrade, and were locked into their decision. We are not as large of a company as Garmin and need to scale our manufacturing based on what we think we'll need. We run a just in time process and buy taking deposits in advance we are able to know exactly what type of raw materials we'll need to order and when. To answer your last question we have taken well over 100 deposits, far exceeding our expectations. Since we've run this deposit program we'll be able to build to that number and ensure that customers are able to get their units when they want. I hope this answers your questions. Please let me know if I can be of any more help. Best Regards, Reid Reid D. Antonacchio Territory Manager Integrated Flight Deck Sales (O) 317-286-2647 (M) 239-249-0414 rantonacchio@avidyne.com www.avidyne.com -------------------------------- hank you for your inquiry on the IFD540. The IFD540 takes the ease of use and simplicity for which Avidyne is known and adds the power of a GPS/NAV/COM. Avidyne took the best parts of our complete R9 Flight Deck and packaged it into the size of a GNS530. We made a huge splash at this year’s EAA (Oshkosh) because of the IFD540 and everything we packed into it. Below are the top 5 reasons to buy the IFD540: Easy Flight Plan Entry with Airways Intuitive QWERTY-style Touch Screen keyboard Power tools like FMS Vectors, FMS Preview, GeoFill, TAWS-B, and CMax Approach and Airport Charts Drop in Replacement for GNS530W and GNS530 ABS Special Pricing (See Attached Agreement) To learn more about these reasons and more please visit: www.ifd540.com Videos Frequently Asked Questions Also, I’ve attached our deposit agreement, which ended on 10/31, however I am able to accept a few more deposits. Please review it and call me with questions. Delivery is expected approximately 1 year from now. Install costs will be determined by your dealer, figure the same amount of time it would take them to install a Garmin 530. Thanks,

The price is 9500$ till the end of the month. We are still on the fence. Beechtalk has a thread on the subject. Reid from Avidyne says they have well over 100 deposits. Take a look? http://www.beechtalk.com/forums/viewtopic.php?f=21&t=59637

XeVision 50W on a 337. 750,000 candlepower. Ask Whelen how much the Parmetheus is.

On page 2 of the 1E10 type certificate it says that all models 20 degrees is optional except -A3B6D. Strange isn't it? http://rgl.faa.gov/Regulatory_and_Guidance_library/rgMakeModel.nsf/0/450619753f0fec87862575e6004f3dac/$FILE/1E10.pdf

The only disadvantage is it might cause uneven airflow and hot spots on the cylinders. However I have no data to base it on and I have forgotten to open them them after starting up a couple times, so perhaps it's no big deal after all. I do takeoff with them in trail however.

Nothing wrong with 25"of mp at 3500 feet. I use 28" to sea level and 24-2700 rpm.

Actually 20 degrees was not allowed on the Io-360-a3b6d. Funny though it is ok on the -a3b6!

Here you go Norman. This is a 1977 J, SN 0162. Completely stock, 5000 AFTT, 1400 SMOH, fresh painted prop. There is 2 KTAS loss from improper gear door rigging. But here you go. Edit: Rpm is 2350. Tach is off

See? I read that airplanes with over 12 years on an engine or damage history are worthless. Scott, Jim, your airplanes are worthless! Along with mine! But Scott and I just bought ours, so if they were worthless, and someone just bought them. Well. Umm.

Jim, your engine is not airworthy! It is past the 12 year mandatory bulletin set by Lycoming!

That air could contaminate the engine. Just kidding, Thats a great idea.

Ours is a 11 year old, 1400 hour engine and it has mid 70s.

Anything over 60 is good according to Lycoming. If it hasnt flown much, the numbers are not really useful. Continental did a test where they filed the ring gaps where the engine had 40 PSI compression. That engine made rated power on a test stand.

photo photo photo

Check the mag timing. If it is a smaller number than spec (say 23 BTDC instead of 25) it will have excessive mag drop.

Check Mike Busch's info on the web. Basically, an engine is airworthy if it conforms to its type certificate. IF it is not making metal, makes rated power, and has no large deficiencies (cracked case, oil leak, etc) then fly that engine until it gives symptoms of needing overhauled. Within reason of course, perhaps 4000 SMOH is a lot. Insurance companies do not care as long as it passes annual. It is either airworthy or not. a TBO number is a number from the manufacturer. It is not mandatory.

#1, look beyond the paint, seat leather, and low low hours, and consider hours in the past few years. Airplanes that sit more than 14 days at a time or log less than 100 hours a year can be big trouble. Like have to overhaul the engine for 25K because the cam failed trouble. Or corrosion trouble. 1. Thats the big one. The biggest thing is complete logs that show everythign done to the plane. An airplane with only one entry per year, the annual, is going to be trouble. 2. Compressions are a number only. Were they done hot? Within 5 minutes of running? Were the ring gaps lined up and low? My doc has a Beech that had 40 PSI on one cylinder. He flew it WOT for 20 minutes it improved to 75. A compression test can detect a cracked head or a burned valve (0 PSI), otherwise, take it into context. A low number solely on its own is not reason enough to pull a cylinder. TLC on an air-cooled aircraft engine means a low RPM start until oil pressure builds, a fair warm up period with aggressive leaning, and a 65-75% power setting continuously and depending on which Allah you worship, more than 75 ROP or LOP and a CHT under 400 f. Fly it every day, run it hard but not hot, it will last past TBO. Running it on the ground, pulling the prop through if it sits a few days, running "a gallon an hour more than book values", for example, are a death sentence. The aircraft must be flown every 14 days at a minimum. Get the CHT and oil temp into the green band and stay there for 30 minutes or more. This is my opinion, however. FWIW. Quote: eeyore Greetings: I was recently bitten by a Mooney bug and am contemplating a purchase of an E or F. I hope you can help me with a few questions. 1. Besides 208B, what other SAs , in your opinion, should be completed before a purchase? 2. Compressions…..The aircraft I’m currently looking at has a Mattituck engine. It was installed in 2001. The log indicates that every year compression dropped by about 1. Current compressions are 71-72. The engine has 850 hours. With some TLC, is it likely to make to the TBO? More questions are sure to come…..

You might want to reconsider re-weighing the airplane. Its legal now, it might be legal and minus 75 lbs useful load after the fact. And you only had to pay 300$ for the privilege.

It sounds like popping the speed brakes in the flare is a crutch, just like raising the flaps in the flare. I'm with Scott, if you have so much extra energy you need to do such things to land, perhaps you are too fast. I tried my first real effors short field landing in the J the other day. 3 people, 3/4 tanks, etc. 72 MPH over the fence, land on the first brick, flaps up after touchdown, and heavy braking. I stopped in 900-950 feet. Anyways, 1.2 Vso for normal landing, 1.1 Vso for short field. end rant.

EDIT: Our mag timing was et to 20 degrees BTDC. We reset it to 25 degrees and man, what a difference. It used ot fall down completely at 50 LOP, now it still retains much more power while LOP evidenced by the higher IAS at the same degrees LOP numbers. We can also run more FF up to about 10.0 GPH at least until 3000-4000 feet. However, the EGT peaks at a higher GPH so we can run the higher GPH (9.2) while 15 LOP and take the quite higher TAS, or lean to the original 8.7 GPH with a little more TAS than before. Initial data suggests about a 3-5 knot higher TAS. just from mag timing. Its worth looking at. Quote: jetdriven

I am all for it. We are looking to get the real 201 MPH from the M20J. SO far, it has gone from 183 to 186.