jetdriven

Parker, we even have the Century II and III service manual. Our airplane was rocking gently in roll. Like a degree or two sometimes. After a few hours I diagnosed attitude indicator failure, it was off level about 2-3 degrees at times. After 50 hours it got worse, but I knew it was coming. Stuff doesnt always suddenly totally fail. A shop might have rerplaced 5K in autopilot parts when the autopilot was fine to begin with. Know your aircraft. Manage risk. Quote: Parker_Woodruff I don't have nearly the knowledge of the engineers and A&Ps on this board. But this stuff makes sense if you ditch the preconceived notions you have. you really do have to make an effort. Have you opened up the Bendix/RSA training manual to learn how the fuel system in your IO-360 works? That's how deep I've had to go to help my understanding of our engines. Note: I has not taken the APS courses. I had never learned about what LOP even was until about 3 years ino being a rated pilot. I have, however done significant reading on both LOP and maintenance. Note 2: My airplane is primarily maintained at an MSC

It could go either way. The engine is likely in pretty good shape from a "just overhauled" standpoint. Tearing it down and putting it back together may end up with who knows what. Ask them the main bearing or tappet clearances after they give it back to you. I bet they dont measure that. 1200 hours later, the engine is bad.

Please answer my question. Again, please quantify with data how replacing parts based on some calendar or hour limit improves safety? Our aircraft is not for sale. But when it is, the hours past TBO were free to us, and we will price it at market. A nice shiny paint job - it will sell for top dollar, and unlike many who buy airplanes on this board from open checkbook owners, ours will not need a 20K annual at an MSC, because our "worthless, geared up rebuilt airplane" has no discrepancies. Quote: N4352H And? Is it for sale??? Let's see with the gear-up and in this condition, maybe a Savvy Aviator graduate would love to have it. Of course, they could recognize the value in something that hasn't yet failed.

Airlines are "cheap", by that definition too. Here we go again with voodoo feelings vs. hard data. I work for an airline, and everything is run on condition. We have engines with 20,000 on the last overhaul. These airplanes have a safety record soem 50 times better than your "open checkbook" airplane. Throwing money at the problem is not a solution. People soend 10K getting their autopilot worked on, and it still does not work. If you have the service manuals, and do some troubleshooting, and have an A&P with that mindset as well, you can fix it for 10% of the amount, and it works when it leaves. Again, please quantify with data how replacing parts based on some calendar or hour limit improves safety? The part that is on your plane is working. The part you are putting on it may have an infant mortality event. We just installed an electric ADI in our plane, and now we are going to run our 800 hour vacuum pump till failure. Yes, right up until it quits. What are the consequences of it failing? none. Does it affect safety? no. dispatch reliability? no. Prop has 12 years since new and 1400 hours. Past the McCauley TBO. Airworthy? yes. Legal? yes. Does replacing it with an overhauled unit make that next single hour more safe? I believe, less safe. What about the next ten hours? It might be trouble free, where it is as reliable as the one we took off. But more safe? no. Its just money. Our cylinders are first run and yes, we are going to take those past TBO unless there is a reason to pull them off. A reason, not a feeling. So, there it is.

I was just nothing that "critical number" thing. I dont know where that started, but it doesnt make sense. I have found that we typically get ~17 NMPG at 65% power (2400 RPM). Pulling it back to 2100 or so, can raise it to the 18.5 or 19 range. But flying 115 KTAS the fixed cost starts to take over, and your cost per trip isnt much less.

Also, ask them what they are basing their recommendation. No "feelings" here, how about some hard data to stand on. Quote: AustinPynes I actually think I fall into the category of just needs dressing but my independent and the FAA Repair Station both are calling for teardown.

Lycoming SB 533C deals with propeller strikes. This is different than "sudden stoppage" which is one revolution or less. Take a look. http://www.lycoming.textron.com/support/publications/service-bulletins/pdfs/SB533A.pdf

His theory is that TBO is just a recommendation. And it is based on severe service. Does the failure of the part cause a hazard or a dispatch reliability problem? Is there an AD or a FAR 23 mandate for it to be replaced on a schedule? If not, RUN TILL FAILURE. Someone doesnt have to replace something based on a calendar or a hours fgure. It is not required, and in the case of pulling off all the cylinders on a Cirrus for a top overhaul, when you reassemble the engine the bearings shift, causing a rod to throw and a crash. How safe is that?

iPhone won't post replies. Agreed with Carousam. If you lean it as much as possible to taxi, when you go to take off, the engine will not accelerate above 1500-1700 RPM. Serves as a reminder. You are using target EGT method for takeoff and climb, right?

He is also an IA and I think his position is credible. He says dont replace something until it needs it. His work is all signed off and he flies the aircraft. Isnt that what it's all about?

I would take detailed photos and send them to Lycoming and ask them.

If leaned aggressively during runup (or full rich on a high DA day) , yes the mag drop can be a little larger. Richen slightly and see what that gives you. Again, you can lean as soon as it is running. Its cleaner, and helps warm up faster. The oil is what needs to be warmed too. On a J, there is a white dot on the oil temp guage at 75 degrees F. POH says not to even do a runup until that oil temp is above the white dot. I think multigrade oil will warm faster. Quote: MATTS875 Perfect. thanks for the reply. I had not been doing it before and noticed on run up mag drop was a little more than expected.

Yes, there is no lean mixture setting that can harm it below ~ 65% power. We lean as much as possible as soon as it is running steady. Leaning aggressively on the ground, besides keeping your plugs clean, keeps combustion chambers clean and promotes a faster warm up, IE a stoichiometric mixture puts a little more heat into the engine.

If running LOP, add 2" of MP from the book power settings and set power with FF.

Scott, thats what I do as well. We have an aera in a panel dock, ipad2, and a couple nice headsets. The aera is really difficult to remove, the ipad goes with us when we leave. The headsets go in bags on the hat shelf.

We have that Whelen multi-flash belly strobe. I like the LED strobe but man that thing was expensive. Maybe someday.

So does a 172 in a flaps extended stall, and for the same reasons as well. The POH on those says "avoid slips with flaps extended". It is not a limitation, and I demonstrated it with all my students. Its a normal maneuver, and a useful one.

In reverse actually. We decided to get the prop dynamic balanced, and the 1400 hour prop needed paint badly. Rather than balance it, then spend the annual inspection filing and painting the prop (ruining the balance job) , decided to get proactive and refinish the whole prop. Then balance. I have put 4 hours on it and the vibration is no wore than it was, which is a slight buzz at 2500 RPM or more.

heat rises. You really need to get the crankcase and oil warm. Thats the real reason. The cylinders are all thats going to warm up if the hose is put in the front of the cowl.

I just striped and painted our prop. The correct paint, and no other is Sherwin-Williams Polane paint. It is specified in the overhaul manual for both Hartzell and McCauley. Now for touch ups, you can file it, hit it with acid, alodine, wash primer and then epoxy propeller paint they sell at Aircraft Spruce, and it will go a year or two.

Still waiting for Lycoming's official position today. I know their sales rep's position. I know at Oshkosh they said know that people can operate LOP and they are developing a program, and to stay tuned. They should call Braly, but they are primarily Continental guys. 5$ avgas will get you thinking about LOP. Ignore MP and RPM. Set power with fuel flow. What a concept. Quote: jetdriven

Even according to this graph there is no red box above 8500', I dont think you need to run 50 LOP at higher altitudes. CHT will tell what it likes. Quote: carusoam Ned, There are two other things that I get from this graph... (1) no red box above 8,500' for NA engines. (2) can avoid red box by staying 25 deg F LOP from 4,500’ and above Just want to be sure before I commit..... Note: I am using the IO 550, POH recommends 50 deg F LOP for all alts. This much LOP is harder to achieve at higher alts. Best regards, -a-

I would say that I agree with Ross. We could lean to 10 LOP pretty much from 4000' on up, and peak above 7000 but we just changed our magneto timing from 20 to 25 degrees and now we can do more like 25-50 LOP below 3k, and 15-20 LOP above 4k. CHT are higher and EGT are lower. The airplane also indicated 187 MPH at WOT sea level from the 183 it would do previoulsly.

thats a pretty minor leak, maybe it is either coming from the valve cover gasket, or the drainback pipe fitting.

Stick the scat hose from the heater in one cowl flap, maybe the right one because the left side is oily. Leave the cowl plugs in to trap the heat, give it enough time to get the engine and oil up to 50 degrees or more. A really hot heater like a turbo heater may only take 15 mins. I think a hairdryer can do it in 45 mins.