jetdriven

I turn all lights on and announce every runway crossing on ctaf just as a habit. "crossing runway 14 at bravo". Quote: 74657 Being that we are on the subject of radio communications whilst on the ground how many of you call out your positon at every runway intersection at an uncontrolled field while taxiing? I do everytime whether there is traffic I can see or not. In my opinion, just because you are at an uncontrolled field you have no excuse to be lazy. I see waaay too many people at my field taxi out on Alpha, cross 2 runways and don't bother to call out.

The CSOB's like it. http://www.csobeech.com/window-scratch-removal.html

I made pedal extensions as owner produced parts. Not a big deal as long as you have drawings or approved data.

If the airspeed needs new glass, it must be done at a repair station, and A&P can't change the glass in an instrument.Thats a repair. Call around about instrument overhauls. I have had excellent luck with Aircraft Quality Instruments in Wichita, KS. I have an AI and a DG of theirs in my panel. Their ASI overhaul is 115$: http://www.flyaqi.com/pressure.htm Now, regarding KX-155 display lenses, they get old, and bleached from the sun. A hangar fairy, or an owner under A&P supervision could remove the face plate with 4 screws, and replace the lenses in a few minutes. They are held in place iwth a dab of silicone. Lenses from here, 114$ a side: http://www.chiefaircraft.com/hw-088-0863-01.html discussion about the subject: http://www.beechtalk.com/forums/viewtopic.php?f=21&t=52746

I tried climbing 75% power LOP in the 201 and it would do it, but the climb rate was so anemic that I would have to measure it to see if we actually save any fuel doing that technique. Another area with NA aircraft is the ability to make over 75% power LOP or ROP rapidly dimishes with altitude. We all know what the books say but in a 201 the ability to lean to 10.0 GPH LOP pretty much disappears around 4-5,000'. We always seem stuck at exactly 8.7 GPH LOP, 2400 RPM around 4-7K feet. that ends up as right about 67% power. Flying lower and running more GPH nets no real increase in airspeed, going leaner is slower. As jlunseth points out, our airplanes are not ideal. I noticed our plane seemed a little slower than other 201s, truing out 145-147 KTAS at 5000 feet, 2400 RPM, over a 25 hour period when we went to KOSH. We were also running 40-50 LOP at 65% power. Our EGTs were also peaking at about 1585. absolute flat out sea level WOT IAS was 183 MPH. I suspected the mag timing was at 20 degrees, which is not approved for the -A3B6D. We reset it to 25 and the difference is dramatic. WOT IAS is now 187, and average Peak EGT is 1520, average TAS is 153 KTS. The horsepower also does not fall off a cliff at 50 LOP. More testing is needed, but it is worth verifying the magneto timing.

Glenn:

glenn, Troll Central called, they want you to try harder to shill the product. Provide some data on your second post ever, or go away permanently. I think you are a shill for Aerofusion, and a poorly paid version at that.

Looks like 50 LOP is 20% more NMPG than 50 ROP, a 6% loss in speed to get that, and CHT's across the board 50 degrees cooler. Better not do that, it will burn up your engine. Or a 1100 Mile range ROP, vs a 1350 mile LOP range for the same fillup.

The Vans guys have seen pretty large improvements. Variable ignition timing is a huge efficiency gain. Yes the electroair will fire the plug much sooner at high altitude and lower loading. The magneto fired plug is a redundant event, the fuel is already burning by that point.

if you count extending your range 30% and skipping a fuel stop slower too....

This is exciting news.

I have used Dow 795 on a sailboat, attaching the plexiglass window directly to the fiberglass. After 3 years its still like new, and the dark colored glass absorbs a lot of heat. 795 is a structural skyscraper window glue. It has soemthing like 170% flexibility in joints. In short, its indestructible. About 8$ a tube.

Quote: N4352H

Yes i think so. Experimentals do not conform to a type certificate. They are not designed with the stall speeds, spin-resistant behavior, or even the same G-loading categories as production airplanes. They may have converted automobile engines, and auto parts such as fuel pumps, etc. In fact, if it can fly, you can get an experimental airworthiness for it. So, unless you can correlate it woth some real data, you are just posing opinion as fact. I think the earth is flat. I think that I drive better after 3 beers. I think I think I think.

Even according to the FAA, unlicensed persons working on aircraft under supervision of an appropriately rated mechanic is legal. Airlines do this too. This is different than someone making a mod to an experimental. Our shop does conditionals on those too. Quote: N4352H And here I was, fat dumb and happy, thinking that this correlation has more to do with "Amateur Built" than with owner maintenance. [said the happy owner who does as much maintenance as the regulations permit and his

If you are losing oil the only possible reason is the crank o-ring seal in the prop hub. Other than that and 6 captive bolts there is nothing in there. After you have seen it, it's not a big deal. Timing the mag to me was a big deal. Quote: Hank What concerned me most was the post-maintenance test flight. If anything under the spinner wasn't right, would I know what to do? Appropriate action would, of course, be to land immediately, but the exact course of how to do that would be determined by what had gone wrong, and I'm not knowledgeable enough to diagnose the problem by its symptoms. "Hey, it's shaking really bad, and I can't see for all the oil on the windshield" is not the only possible failure mode. "Throttle to idle, pitch & trim for 90 MPH, aim for the asphalt" would work, depending on how badly it was shaking and how well I can see. We got trees at both ends of our [short] piece of pavement . . . P.S.--Maybe he meant he "saved" three billable hours from the A&P, reducing the bill by $240 in exchange for his own days' work?

I trail cowl flaps above 100 mph and use the excess cht reserve to lean to a egt that will give me a 330-340 cht in climb. Like 50-100 leaner. Only above 3000 density altitude though. Take a look at the cowl flaps in a j full open during a run up. They buffet a lot and this over stresses the fiberglass cowling at the hinges. I think trailing them relieves this stress. Closing the cowl flaps is going to make it get hot, ours will. I tried a climb at 8000 to 10000 with cowl flaps closed it went from 360 to 380 in about one minute.

Three hours! !!! Woohoo I saved 240 bucks! Quote: Becca He says that. Ask him how long it took for him to safety wire the prop. Just ask. Our mechanic (the A&P/IA that supervises this work) got a good laugh at the level of effort required for him to do it right.

We did the right thing and fired the mechanic. Just as mike busch would have advised us to do, seeing as how we are responsible for airworthiness and he was not taking direction. We have probably saved enough to buy some new toys, but we are happy where we are at right now. Quote: N4352H Well, "Not like the first mechanic who forgot many things". After saving so much on owner conducted maintenance, there should be plenty left in the kiddy for taking the Mike Busch course to better manage your mechanic.

Hank, having just r&r'd our prop I can say a c/s prop is no big deal. Just use a new o-ring on install. Otherwise it's like changing a wheel on a Chevy. The biggest hassle was safety wiring the prop bolts. Find a cool a& p and get with it . It helps with confidence in your machine.

Any proof of this owner performed maintenance being less safe? I do our maintenance under supervision of an IA and so far everything is fixed once. Not like the first mechanic who forgot many things.

Perhaps if you fly that bravo slower you can take less fuel for the trip? Also if my m20j weighed 30 lbs less than the licensed weight I would draw up new weight and balance paperwork.

Excellent point both. Busch doesn't address this much but Deakin does. You can exceed a safe ICP at a low altitude on a cold day yet still have a 330 CHT. Deakin explained this on one of his pelicans perch articles. I limit fuel flow to 10.0 gph while LOP to avoid running more than 75% power in cruise. Quote: Shadrach You should be able to dial in your FF instrument to get nearly exact readings, so keep working towards that. 2 gallons out of 100 is fairly significant IMO, and I doubt you sumped anywhere near that much, even with water in the tank unless you had a ton.

I had some sort of a mooney pass me in a Cessna 402 once. I was flying it at "top of the green" power setting burning 33 GPH. Somewhere around 175-180 knots.

I have leaned carb engines on the ground and I always tried to keep the engine from 1000-1200 rpm. It always felt Like it had an effect there, yes, but not at 800 rpm idle.