jetdriven

Quote: DaV8or there arew plenty of cylinders that crack, I think its bad castings or flaws in the metal.

funy but i scanned the logs and gave a copy to the shop. the real logs never leave the safe, i put stickers in them.

more planes are under used for sure, and remember if you sell a 50% or greater share of the plane you lose control of it. You may find yourself without a plane at all while theh others ride off into the sunset.

We just did a partnership and one partner has 8k hours, etc. One has 300 hours and a PPL only, one has 105 hours and PPL only. Ours actually will be just fine. Things to consider. 1. income. Do they make 50K or 100K per year? Do they have the financial wherewithall to absorb an unexpected engine oberhaul or an accident? Are they "gadget crazy" and want a 430/530/G500? Or does dual 170Bs and a KLN-89B suit them fine? 2. Do they plan on having kids in 2 years and "taking a break" from flying? Are they likely to continue getting a medical for the next few years? You dont want to partner with someone for "a short time" 3. Attitude and ability. Our lowest time partner has 100 hours but had good instruction, applied things learned, and has strong natural ability. Also had zero complex time and the fastest they had flown was 105 knots in a 172. I flew with a couple times before we formed the partnership. The 10 hour checkout requiremnt was probably overkill, but insurance is insurance. The other partner has more experience but less recent currency (hours). Again, normal learning curve though. I would fly with them in their most current aircraft and observe. Are they professional? Do they know how to plan a flight, not run out of fuel, talk to ATC, know the FARs, know how to operate an aircraft and engine with efficiency and competency? Believe in OWT's? Remember, its a 20 or 30K engine out front and runnning "a gallon richer than book" , lean to rough and forward a "half inch", or climbing at 25 square is going to affect the life and cost of operation for you as well. Coming in 20 miles over book and landing with half flaps and burning the tires out is another.

Cna we bring our 201 to the Aeros and Autos? Sounds like fun, and gives me an excuse to have my wife wax her airplane up.

LASAR has a couple sets of the 3" copilot rudder extensions. Im not sure how they work, because we have no rudder pedals on the right side, only two ridiculously small tubes

Quote: DaV8or If shock cooling is such an OWT, then why are there so many cracked engines out there? Why are there companies specializing in welding up cracked engines? What causes these cracks? Just bad luck?

either way i think that 50 degrees a minute is quite a large value. Our engine runs at about 350 CHT so thats 6 minutes to room temperature. Ours changes 30 degrees over 10-12 minutes. If that. If you are cooling the plane to below 200 degrees CHT I dont think thats good either.

fiunny how Lycoming has all the cam, cylinder and crank shaft problems (AD's, etc) yet they maintinain that "Only Lycoming can build you engine as good as we can". sure. My engine was built at an A&P hangar in Tulsa.

lots of OWT's abound. I like the one from the engine shop (Ney, I think) that re-bores cylinder barrels straight with no choke, then recommends the factory mixture setting plus one gallon per hour. For one thing, rebuilt cylinders can be a disaster, but no choke? Then the 1 GPH extra, thats 11.5 GPH in a mooney 201. The valve guides fill with lead necessitating a top overhaul. Not to mention an extra 10K in fuel costs over the life of the engine. The oil analysis must be full of lead. OWT..

Quote: WardHolbrook Check out some of article on engine operation by John Deakin and others on avweb.com. http://www.avweb.com/news/maint/182883-1.html http://www.avweb.com/news/pelican/183094-1.html Not saying or implying anything, just some food for thought.

i push the nose over, l;eave it firewalled and leaned, and take the 20 knots extra and dexcend around 750 FPM. this gives a 3 degree desent or 300 Feet per mile. So use your altitude to calculate when to start down., at 25" MP (around 4000 feet) I limit the MP to 25", and 3-5 minutes out begin working the power down to 18" on downwind. If you level off at pattern altitude a couple miles from the airport at 18", you will be at the right speed on downwind. Lycoming says no more than 50 degrees per minute. Ours in the few hours we have flown it in the spring, changes maybe 30 degrees total. Keep power in it, keep it lean, leep it warm. Zef from mooneyland says if the MP is above 18", the engine is driving the prop and there will be no shock cooling. I pretty much agree. YMMV but this works for me.

we finally had some fabbed up at a machine shop, and installed them as owner-produced parts. Man what a difference. Any my wife doesn't have to fly her airplane in high heels, not that that is a bad thing to see.

I was sent those drawings as well and I had a machine shop fab them up. I supplied the marterials, and did QC on them before installing. what a difference, I can actually reach the pedals without the seat full forward.

I think upgrading the machine for more safety would be a great idea. Takeoff and landing accidents are almost always the result of training, so Im not sure how much lowering your stall speed by 2-3- knots is going to help you there. Now if you really ewant to improve safety margins with equipment, I can think of a few we have come up with. SHoulder harnesses retrofits, standby vacuum, electric secondary attitude indicator, onboard weather avoidance, split avionics busses, moving map avionics are a good start.

Sounds like a good plan. Are you sure you need a new (instead of flushed) oil cooler, and an prop and governor overhaul? I thought you could have a repair station inspect and repair as necessary on those too. You are grtting most of an overhaul that way on your engine and could fly it past 2000 hours "TSMOH", since it is almost completely overhauled anyways.

That email is inflammatory, rife with absolute misinformation, and complete bunk.

If you are concerned about safety, take that 1500$ and spend it on a tailwheel rating then finish it up with a full aerobatics course. Then take your wife out for a 100$ steak.

Jim: There is nothing wrong with splitting the case, swapping out the cam, lifters, bearings, rings, and taking a general look around in there, then reassemble. People overfix things sometimes when they wont be putting another 2000 hours on it anyways. Same thing they do with a prop strike, teardown, inspect, repair. Id vote for the Ney nozzles or the FWF centrilube cam. Its the Lycoming's only fault.

Who is the underwriter for AOPA? I dont think they are insuring aircraft themselves. AOPA financing is just plain old Bank of America and what you'd expect from them, I am shocked AOPA offers this with their name on it. The AOPA rep even agreed with us.

Here is what Lycoming says. http://www.google.com/url?sa=t&source=web&cd=1&ved=0CBQQFjAA&url=http%3A%2F%2Fwww.lycoming.textron.com%2Fsupport%2Fpublications%2Fservice-bulletins%2Fpdfs%2FSB480E.pdf&rct=j&q=lycoming%20buletin%20metal%20oil%20filter&ei=uuqcTcfjEMPIcZCIme0F&usg=AFQjCNG7kT0Wwu4t_2qh8-IcPrQdVnb9Xw&cad=rja Mike Busch: http://www.avweb.com/news/savvyaviator/savvy_aviator_44_making_metal_195044-1.html Personally Id follow the Lycoming service bulletin and not fly it IFR or night until it either clears or doesnt improve. he former owner of Blackstone runs an oil filter analysis lab and can examine yourt filter. It might be a piston pin plug which is actually not that big of a repair and can be fixed for a couple grand. You could alsdo pull a cylinder and visually inspect the cam, we did this when doing the prebuy on our plane.

i think getting chroming approved would be hard to do. Mine is polished and needs to be polished maybe every 2 months, but I live on the gulf coast about 9 miles from the water.

double post

error, double post

Why not have the factory or Dugosh reskin them? Done properly, it WILL be the same, and will likely be quite a bit faster.