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Shadrach

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Shadrach last won the day on July 20

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About Shadrach

  • Birthday 04/07/1974

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  • Gender
    Male
  • Location
    KHGR
  • Interests
    Too many... Flying obviously, restoring old stuff (or new stuff that I've broken), Cycling, Backpacking, Motorcycling (especially old British machines), Traveling, Cooking,...
  • Model
    1967 M20F

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  1. Difference in power between 200° and 300° ROP is minuscule.
  2. I’ve tested this in my F. It climbs just fine with full flaps and the gear hanging out, but if you expect it to do so at 100kts, you’re kidding yourself. One needs to climb at a much steeper angle and slower speed.
  3. Does your premium ever remain UNCHANGED the next year? Premiums go up and down every year based on the number of factors including claims made by the insured. The smart question would be did your premium go up appreciably at renewal after the claim? I can tell you that my premium actually went down slightly at renewal after my bird strike claim. Did it go down because I had a bird strike? Hell no, it went down because renewal coincided with a softening of the insurance market and the birdstrike didn’t count against me.
  4. There’s so much advice in this thread on the ins and outs of insurance but I’m not sure that it’s based on expertise. There is a good chance that the shop that scratched this plane has a hangar keeper’s policy. If they do, this is a covered loss. The scratch happened whale the aircraft was under the shops care, custody and control (CCC). If the owner submits the damage to their hull insurer, the hull carrier will likely subrogate against the shop (unless the claim is so small that it’s not worth the effort). In terms of rate increase, probably a good idea to talk to your underwriter. I've had two small claims in nearly 30 years of flying. A bird strike and a ground incident; both were under 5K and neither caused a notable increase if any in premium at renewal.
  5. A not in motion claim that is someone else’s fault should not raise your premiums.
  6. The most practical set-up in the Mooney cabin inertia reel for pilot and fixed for copilot. A reel on the copilot’s side inhibits ingress an egress for rear passengers.
  7. My sea level EGTs are high 1100s to low 1200s depending on the conditions. Though they have trended upward as the servo has aged. When I last had it overhauled (15ish years ago), I asked the overhauler to set it as rich as possible within spec; this yielded EGTs just under 1200 on all but one cylinder. All cylinders @ 250°-275° ROP at full rich. I wouldn’t change anything about how it’s set up.
  8. Completely agree that target EGT is the best approach. I’m of the opinion that an EGT of 1200°-1250° is a more ideal target for an IO360 with an 8.7 to 1 C/R.
  9. You may be doing yourself a disservice with the above technique. Depending on DA, the spectrum of mixture settings where an IO360 begins to run rough varies considerably with available MP. In my experience these engines can run smoothly as far as 100LOP or more at lower DAs to 40ish LOP above 10K. Depending on what a “smidge” is, it’s conceivable that your technique might result in a take off mixture setting on the lean side of peak.
  10. You can get new superior cylinders for sure. Overhauled cases are available last I checked. Mine has already been overhauled and strengthened in areas prone to failure.
  11. That argument reads very well and translates well into the automotive world. If you have a specific make of automobile, there is economy for sure in having it maintained by a shop that specializes in that make. The reason that argument falls apart in the Aviation world is because your average make specific, specialty, Auto repair shop deals with a far larger scope of designs, systems, configurations and tooling than an aviation power plant specialist would encounter servicing all of the piston, recip, engines in the GA Fleet. Roll the dice indeed. There’s no getting away from it… However to my way of thinking, the measure of a business doesn’t end with the quality of their product; indeed that’s just the beginning. How they stand by that product, when things go sideways is important to me. In my experience, if there is a problem, I would much rather call the guy who built the engine or the guy who hired the guy who built the engine than call a customer service line. In my experience a shop that has a reputation in the local maintenance community we’ll go to great lengths to maintain that reputation. I am grateful to have two reputable engine builders in my area, one of which will pick an engine up personally from the customer’s shop or hangar.
  12. https://www.savvyaviation.com/wp-content/uploads/articles_eaa/EAA_2010-02_engine-tbo-a-myth.pdf it’s definitely older data, but I doubt the trend has changed.
  13. Why anybody would risk buying a factory engine from either brand when they have a reputable engine builder within driving distance is beyond me. The economics simply don’t make sense when coupled with the increase in risk, poor factory warranty and questionable service. Factory “zero time” is a marketing ploy for the uninformed. If you have an existing engine with a known and proven history of reliability, why on earth would you give up those parts for unknown parts? Why on earth would you tear down an engine that is functioning well with a history of good service in favor of an unknown?
  14. In case there was any doubt as to the veracity of the shoelace story… I’m not sure this reads much better? I can’t imagine landing a plane with my foot off the rudder.
  15. I’m not disagreeing with you, but I will say that I unintentionally raised the tail on a Decathlon trying to stop short to make a Taxi way in the first few hours that I started flying it solo. It’s surprised me…I got off the brakes right away, and the tail came down fairly hard. That was my first “let’s not do that again“ moment in a Taildragger.
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