Shadrach

22 is easier to work with. However, I have found that is separates from the thickener faster than SHC100. I kept my 22 in the fridge with hopes that it would prolong its shelf life but it did not seem to help. I have had the SHC longer and it is still in suspension. In general, my problem is that I just cant use grease fast enough or in sufficient quantity to consume it before it goes bad. Fingers crossed, SHC100 is still in good shape after four years.

I would check the mag and hold down nuts as well.

The only modern BMW single that I know of had a water cooled Rotax 650. Not what I would call powerful at -50hp but likely made better torque numbers over a wider range than its competitors.

Yes, any assembly issues typically show up in the first 100hrs, which could include case fretting. Inspect the parting flange (where the case halves meet) on the underside of the engine.

A slight accumulation around cylinder bases is not uncommon. However, the river running down the exhaust pipe is concerning. I would start with a check of the area around the base of the oil filler neck and prop governor.

Yikes…and I used to bitch about Camp David being in my back yard. Sharing airspace is an inconvenience. Sharing an airport sounds like a mess.

I believe that all Mooneys have rudder aileron interconnect. Mine certainly does.

Hank, he’s flying a Continental turbo…

Indeed there was a discussion on the Mooney mailing list back in the early aughts about LOP break in. Walter Atkinson was involved and made a very good case for why it is superior if done correctly. When I broke in my last set of cylinders, I did the most of the break in at high power LOP. We established good oil control inside of 5hrs and the oil was reasonably clean when changed at 10 hours. Temps were 360 or less during all phases of break in.. That was over 600hrs ago and it’s been running strong ever since. Compressions at last annual we’re 79,80,80,80 and borescope images are healthy with minimal deposits. It’s been a very healthy power plant since IRAN.

They are on audible (Amazon) as well.

The Fury was an intriguing concept. If Piper had not gone bankrupt who knows how many might have been delivered. On the short and medium bodies, the entirety of nose gear assembly (which is dirt simple in manual form) is housed aft of the firewall. It is mounted directly to the steel cage and recesses within the confines of the cages. Eliminating it would have no effect on drag beyond what is created by the gear doors. Given the ridiculous nature of this thought exercise, I suppose that you could hack up the cage while redesigning the wings to move the gear forward of CG.

Is yours currently for sale? Is it compatible with all models?

This is the reason N/A operators use leanest cylinder for ROP ops and richest cylinder for LOP ops. All cylinders are operating within the same mixture spectrum to some degree. Peak TIT is an aggregate of all EGTs. While it loosely correlates to the mixture in cylinders, at peak TIT! they are likely clustered around peak EGT on the rich and the lean side.

Nope. It’s been around for a decade or more. It’s available in the downloads section.

A tail wheel conversion would require a complete redesigned of the main gear location it would indeed eliminate all of the flat plate area from the gear doors. The biggest benefit would be the elimination of he nose gear well. That would create an un obstructed footwell from sidewall to side wall.

The reason for varied RPM and power settings during break is to ensure even ring/cylinder seating through out the piston’s stroke. I would call Continental and see if they will send you charts specific to your engine. The TSIO550G info that I found on line was spec’d for 310hp and was not comprehensive. I am sure that Continental has the numbers. Hopefully hey will make hem available.

You’re missing out Hank. I’m less than 10 miles from the WV Border. It’s a balmy 22° and warming. We’ve had sunrise temps as low as 12° this week. Never mind the windchill.

You’re really confusing things. ROP is always more power for a given MP because all of that air (MP) in the intake charge is used for power. LOP is alway more power for a given FF because all of the fuel in the intake charge is used for power. That’s why best BSFC is on the lean side of peak. It makes more power per volume of fuel. A fuel burn of 10.3 gph on the lean side will require additional air (mp) when compared to a fuel burn 10.3 on the rich side because ROP mixtures do not combust all of the fuel in the intake charge. Furthermore, there is a margin of error for both book numbers and LOP FF power calculations. You’re dealing with two fuzzy numbers (especially at peak TIT). Two fuzzy numbers don’t make for precise comparisons. I would be interested to know if Peak TIT FF is different when leaning from the lean side. The correct multiplier for your TSIO360 is indeed 13.7

It is. The multiplier for that is the 13.7 number he referenced. It was awkwardly worded.

Two things at play. First isn’t FF to calculate power is a rough “back of the envelope calculation. Two, all cylinders must be on the lean side of peak EGT, using the factory’s leaning procedure, some cylinders may be close to 50ROP. Every cylinder must be on the lean side, not scattered around peak EGT.

Part number is J-11968-14. Call Herber Aircraft and ask for Dwayne. 310-322-9575 In my experience, they have always had he best pricing. Do let us know the current price. Sky Supply has them listed for just under $200, but I would call Herber first.

I don’t do any climbing these days but what we wore in the 90s and early aughts were pretty uncomfortable and not as pliable (with a foot in them) as one might think. They are designed to be supportive platforms for edging on the tiniest of foot holds (I’ve put almost the entirety of my body weight on “holds” the size of a .177 BB). They do what they do quite well, but they bind the foot and toes together into a sort of single platform… taking them off was always a relief.

I know a few folks that take off their shoes to fly Tailwheel aircraft. I think it’s silly to be honest. I can heel and toe reasonably well in street shoes, which requires a more delicate and precise touch than managing the yaw axis of a taildragger.

It’s my understanding that cold working aluminum (or steel for that matter) strengthens the area where the metal was worked. It is also makes it harder and less flexible making it more prone to cracks if in an area that flexes.

I have two BMWs with aluminum skinned body panels. I have been absolutely stunned by what a good PDR tech has been able to do. My guy was able to erase things that I would have thought impossible correct. It can be done but it is harder as aluminum has no memory unlike steel which has memory and is easily encouraged to return to its original shape.