Jump to content

Shadrach

Basic Member
  • Content Count

    7,191
  • Joined

  • Last visited

  • Days Won

    72

Everything posted by Shadrach

  1. Also dry at the actuator? If so, it seems something has broken.
  2. 1) Loosen the bleed screw (as I've already stated above). 2) Ensure that the small lever in the "flaps up" position (this is to say needle valve off the cam lobe that opens the check valve). 3) Remove the plastic blocking plate from the T shaped AN fitting on the ACTUATOR (lowest point in the system) and attach a pressure pot filled with the specified hydraulic fluid. 4) Attach an AN fitting with a 2' hose to the reservoir to act as an overflow. position the hose over a catch can (bucket). 5) Actuate the pressure pot and watch for fluid at the overflow hose at the front of
  3. I’m not sure if vice versa is legal. I’ll check the regs later. I wholly agree though. I pushed my luck flying to a destination that didn’t have landing lights. The facility closed at dusk. I arrived right at dusk. I could see the runway on downwind but it faded to almost nothing by the time I was on final. Some kind soul lit up the end of the runway with their headlights. I had an uneventful landing. When I turned around whoever had lit up the runway was gone. One of the dumber things I’ve done in an airplane...
  4. During my private training my instructor taught me that landing lights were more for recognition by others than as a visual aid for landing. The regs do not require a functioning landing light for night flight. All of us should be proficient at landing without landing lights. I’m not saying that I am but now I have the urge to find out.
  5. Momme silk for Beech and Cirrus owners with money to burn.
  6. You’ve got it. A simple way of saying it is that neither brake nor the flap system use fluid from the reservoir for operation unless there is a leak. The reservoir is there to ensure no air is ever pumped in to either system and to ensure continued operation in the event of a non catastrophic leak. The brake system will not steal fluid from the flap system and flap system will not steal fluid from the brake system. One or the other or both could consume all of the fluid in the reservoir if leaking but can’t steal from each other.
  7. @FloridaMan has an F model that’s been given the Lopresti treatment. He seems to be a fan, that’s high praise given that he also owns a Rocket.
  8. Probably true. What’s also probably true is that pilots will work themselves into a lather over minutia (guilty as charged) even when there’s little evidence to suggest that windshields are being destroyed by ham fisted cleaning procedures. I’ve been told that that a slurry of soy milk and cocoa butter applied with angora silk Is the only way to keep a windshield truly scratch free but some people are just too cheap to go the extra mile.
  9. Lots of water and a cotton terry cloth. I follow up with All-Kleer applied with a strip of old cotton T Shirt. I would add that prior to my ownership the windshield was cleaned with water and paper towels for about 35 years. Somehow, it survived with little evidence of such a misguided procedure. Which is not to say there are no micro scratches on the windshield, just that you have to look really closely, at just the right angle, in the right light. Functionally from the cockpit it appears unscratched. Not sure if the paper towels were as lethal as some might say.. https://www.amazon.
  10. Reads like there is a blockage in the system. Ordering the rebuild kit is good idea since he system will need to be opened up any way.
  11. Negative. A leak in the brake system may drain the shared reservoir but it will not affect the operation of the flaps as long as the flap system is fluid tight.
  12. Maybe consider posting Kevin’s number in a way that cryptic to prevent bots from adding it to a list. Like so: nine 1 eight - fife two 1 - 5 1 tree 9
  13. Bad idea unless there's a lav on that glider. Sometimes breaking a fast requires an almost immediate trip to the head...
  14. My experience as well.
  15. Probably the wrong forum...people not versed in fasting don't understand that once the body has adapted to eating itself, low blood sugar is a non issue. Even a thin person has in excess of a 100,000 spare calories on board. Humans are quite capable of going long periods without food and performing quite well. I too have enjoyed fasting over the years. I've gone as long as 5 days with no calories. It feels quite good once over the ketosis hump. I find fasting easier if I eliminate carbs from my diet the week before. Once acclimated, it's amazing how well the body works. I did a 22 mile r
  16. Why? 25 yields perfectly acceptable CHTs on either side of the spectrum and likely better high altitude performance on both sides. There are really two logical reasons I can think of to run an IO360 at 20 degrees: 1) despite best effort with regard to baffle seals and cowling, the cylinders are not operating within the desired range. -and- 2) My plane came from the factory this setting and I don't feel like messing with it.
  17. I don't have any data on TAS but I doubt it makes a lot of difference. I think it would probably give a slight edge above 10K in level flight. The difference in take off and climb was obvious enough to me that I corrected the mechanic's mistake within 24 hours. However, that does not mean it would look like a lot on paper. It just felt a bit tired...obvious enough for me to put two and two together when I saw the retarded timing in the logs.
  18. I wish you were here to make friends. It's a pretty friendly and welcoming community most of the time. This thread is my first memorable interaction with you and it's my hope that your online persona is a misfire and not deliberate. I would say you're pedantic (not in short supply around here) but it's not the right word because that word is by definition reserved for people well versed in a subject who are annoying in the delivery of their expertise. You've got the first part down...the second part, not so much. Many of your statements are either untrue or not really pertinent to the discu
  19. Thanks for the clarification on the time frame for the switch. My guess is that it was driven by expediency. The angle valve IO360 Enjoyed widespread popularity with a number of airframe manufactures. Some of those applications had cooling deficiencies, especially on cylinder #3. Mooneys are not exempt from some of those problems. I have addressed this in other threads. The aforementioned George Brawly devised a simple way to lower the number #3CHT in the C177. I think that there is a good chance Lycoming introduced that SB as an easy solution to Band-Aid cooling deficiencies in some applic
  20. IIRC any IO360 manufactured before 1972 came from the factory with 25° timing. My data plate says 25° and that’s how my engine is timed. I do not have any problems with cooling. If anything, there was a time when I worried about lead scavenging in the winter because it ran so cool. That’s proven to be a non-issue but I am careful not to let any cylinder’sCHTs spend an appreciable amount of time below 270° during cruise power settings.
  21. Who here had advocated “bumping the timing up”?
  22. I think I have all three. Will confirm this weekend.
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.