aviatoreb

There is an interesting hybrid electric on their website too. I know what hybrid electric means in car - but in airplanes.... can it be setup differently. Suppose this engine likes to cruise at 130hp all day long. But we still want 225hp for short phases of flight like take off and landing - I could see the utility of hybrid electric where the average could be 130hp but electric is there and able to produce that 225hp for take off and landing phases. Can it do this?

Only a bit related - but with UL94 also being discussed - wasnt there an effort at some point to make some kind of electronics timing modifications to the big TSIO engines so that even they can use UL94 safely? I know the push toward a drop in replacement has merits but I dont understand why reasonable mods with modern electronics might also get us to a useful point if most engines can be lightly modded to accept a different kind of easy to use and lead free like UL94?

That does seem extremely appealing. What's the catch?

I have thought of flying there - I kind of want to but I am wary. I have landed on very ice runways and once I landed on a runway that was so icy at Hartford Barinard that the most treacherous part of the day was walking from the airplane to the fbo since it wasnt just ice but polished ice since there had been a recent freezing rain on the ice. With zero zero braking action if you even tap the brakes it skids. So all you can do is let the pressure in the tires let it roll out - it will stop eventually. I only attempted the zero braking action runway because it is 4000ft long if I remember. And think about the effect of cross winds too if the tires arent gripping at all. Fly it to a stop.

Ugh.

Reminder: There was a liquid rocket by rocket engineering. -a much rarer bird. I hear there were exactly 5 built. It was built on top of the long body airframe. The M20M or was it the M20 PFM? It involved fitting a TSIOL550 - the liquid cooled piston and I have read ads over the years for the very few that came for sale one describing 335HP and another describing 350HP. I have read it was capable of 260TAS up high. So an interesting thing about these is that the airframe itself went through some strengthening. I hear that some gussets were added, but I dont know the details. Presumably somehow where the wings and also tail feathers meet the airframe. I am really surprised this got by the FAA and presumably it wouldnt in today's FAA, but anyway airframe strengthening would surely be needed on a turbine mooney.

I don't know. A gear collapse causing the plane to roll and rip off a wing is just bizarre in my mind. Seems if that rolling moment would start, then it would lead to a cartwheel or a ground loop of some kind which would have likely lead to a much worse outcome. Everything about this crash sequence seems bizarre to me, but very fortunate in any case.

Its a miracle that with a wing torn off that this didnt end up as a big fireball and al souls lost.

Im not sure I would call that a good landing in this case.

The DSI.

And what happens after 80?

Are you still flying?

I read that insurance gets much more difficult after a certain age - can someone state a number? How old is that specifically when things get harder to find insurance.

We are all nuts indeed. Certainly I am nuts. My engine is in overhaul right now.

Im having it replaced with a nuclear powered rocket engine so I can go 95% the speed of light. I miss my bird... Engine should come back - eventually - I had a thread on it but it will be a nice RAM engine now.

One thing they are saying in the media at least, we shall see what the real scoop is in time, is that there were two controllers in a tower that is meant to be staffed for four controllers. That seems as if it is a huge contributing factor.

Oh well - so it turns out I am not a lawyer - and happy to not be one. Ok - as far as taking out drones - how about a trained pet eagle?

Sounds fine to me.

So we agree. That law that I cited has sway in this case. In the United States, the 1946 Supreme Court decision United States v. Causby overturned the common law doctrine that private property rights extend indefinitely upwards, instead ruling that they end 300 feet above the highest terrain (including buildings), the lower limit of the "public highway" defined by Congress in the Air Commerce Act of 1926. Whether we agree or not that is the law. My thought is, why is this law not nullifying this law suit immediately?

Wasnt there a law in the 1920s or something that cleared air space above a private property as not owned by the owner of the terra firma property - which without it - it would have been impossible to have air travel? That law seems relevant here.

Victor was on my short list. There are some shops that I think provide a better engine standard than factory.

Yes. And btw my engine will have superior cylinders which they say (and I hear from others) have much better valves out of the box than continental.

Penn Yan has been a fantastic and honorable company to work with. I did do an overhaul with them many years ago on my Lycoming IO360 from my then Diamond DA40. It ran like a top. And I only have an even higher opinion of them now. All I know is my zero time Continental engine was not so terrific once disassembled than I would expect for a top dollar service, so I consider "zero time" a parlor trick only available by regulatory slight of hand and not worth it.

I called around including to RAM aircraft which had been one of the few top shops I had gotten quotes from back in April and was my near finalist. I went with Penn Yan at that stage because of their equally excellent reputation, slightly better quote and also the fact that they are just 3.5 hours drive from my house in case I had the urge to check in on them plus similarly close to Weber the R&R shop. Well I remember that RAM had quoted me also an overhaul exchange price with reasonable penalties if the camshaft and or case had problems. I called them and explained my situation and they said they do have all the necessary parts in stock and they would honor the original concept of overhaul exchange. TSIO520NB's are a bread and butter engine for that shop, so they keep stock. And I called Penn Yan and they were so generous in their interest in seeing me land well and they understood well why I was not excited to go with an AirPower new or rebuilt zero time engine. So I signed to RAM and my engine will ship to them and this project will now become a RAM engine. And just as important, this engine will be spec'ed as I had wanted it in the first place again from a different excellent shop. And of course as is only fair I will pay Penn Yan for their time and labor I am in to it so far. I was already underwhelmed by the concept of a black box continental zero time engine which is just a paper work trick to call it zero time but it is only an overhauled engine from the continental shop with unknown parts. I was more so worried abotu their cylinder quality. Well now I know ... that zero time engine I was sporting had a camshaft put into it that was literally on its last overhaul legs since it had been ground down to minimum spec at that last overhaul and was now too narrow to consider grounding down further. So I am even less impressed by continental zero time engines than the already low opinion I had.

Hi Gee Bee - what's the suggestion with those companies? Are you suggesting they might have an overhaul exchange/out right purchase available?