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Shadrach

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Everything posted by Shadrach

  1. Idle cut off and return line are at the servo. The fuel divider and injector lines (top of the engine) will not see fresh fuel until mixture is moved from idle cut off position. Running the pump with the mixture at ICO ensures that the coolest fuel available goes to the flow divider when the mixture is opened. It also helps carry heat away from the fuel system aft of the cut off valve.
  2. I will assume by “backfire” (combustion in the intake) you mean afterfire (combustion in the exhaust). At idle cut off, no fuel should flow beyond the servo. If running the pump at idle cutoff over-primes your engine, then fuel is making it through the cylinders and into the exhaust while at idle cutoff. I don’t think that is supposed to happen.
  3. I’m sorry but you seem confused about what constitutes a fact. 1) Please offer some semblance of supporting data for the claim about IO360 rated horsepower? There are certainly variances from engine to engine. The different timing specs of various 200hp IO360s might factor in to some degree. That variance might even be as much as the 3.5% you claim (doubtful). The idea that Lycoming and the FAA have conspired to “over rate” the IO 360 seems unlikely. 2) One person’s anecdotal observations on an upgrade they just sent 10s of 1000s to install are not likely unbiased, nor do they negate the laws of physics. 3) The 5% difference in max rated power is not nearly enough to add 10kts. Furthermore the delta diminishes at cruise power. 70% is 147hp for 390 and 140 for 360. I don’t begrudge anyone’s choice to go with an IO390, but to me it feels like the answer to a question that no one asked.
  4. I’ve done a fair amount of research in this area. Not all manufacturers agree. For instance RAM recommends all their engines be broken in using mineral oil. Lycoming goes to great lengths to explain the reasons why non-dispersant oils are best for cylinder break-in but says nothing as to why those reasons are not valid when a turbo is attached. The most compelling reason to follow the Mamufacture‘s recommendation is that they are the ones who pay the warranty. If there’s a claim they are going to ask about the break-in procedure. Discussion about why the procedure was not followed is not a conversation I would look forward to.
  5. Why brake in at 12,000? My N/A engine will make 77% at 10,000 according tho the POH, but I would not run a break-in procedure up there because I want maximum dense air for cooling. I have broken in a number of cylinders/engines over the years. I run as low as is practicable to keep CHTs as cool as possible.
  6. Is that Cadmium plated instead of chrome?
  7. @pilot-as14 eBay’s algorithm thought I might be interested in this. Looks like a good serviceable unit. Low time and only lightly worn. https://www.ebay.com/itm/234733464359?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=B_crCP8aTgC&sssrc=2047675&ssuid=hlthMC2_SPa&widget_ver=artemis&media=COPY
  8. I’m not buying that this is a lead fouling issue. If the idle mixture is properly set, an IO360 will run fine full rich with no issues. Do you have an engine monitor? A good starting point would be to see what EGTs are doing in the right, left and both positions.
  9. In over twenty years of flying, I’ve never landed an airplane that was not firing on all cylinders. Over the years, I’ve nursed a number of modern vehicles off the road due to misfires. There’s no question that the Bendix S200 series magnetos have proven to be quite reliable if not very sophisticated.
  10. Is it the same cylinder? IO360s don’t typically foul from lead at idle no matter where the mixture is set. Our engine was idled and taxied at full rich for the first 30 years of its life and suffered no issues from lead fouling. I am inclined to believe there is an issue with the harness if it’s always the same cylinder causing trouble.
  11. I have never cleaned or flushed the lines and I can’t speak to approved methodology or guidance. I simply pushed fresh 5606 through until there was no evidence that any of the old fluid remained. I have bled the system twice in the last 15 years and have not seen further evidence that there is any deteriorated fluid in the system. I plan on draining the system completely. Royco 782 synthetic is compatible with mineral based 5606 so I do not anticipate any issues.
  12. I’ve been told by numerous sources that it’s more resistant to “gelling”. Early in my ownership I rebuilt both brake calipers. I was a appalled at the condition of the existing 5606 in the lines. It wasn’t quite the color and consistency of marmalade but that was my initial comparison. It was probably 20+ years old. I now flush new 5606 through the system every 5-6 years. I hope 782 allows me to extend the time in service to 10+ years.
  13. Thread bump. I just removed my 4500A. Neither I nor my mechanic have ever rebuilt one. It was not immediately obvious how the shaft is released from the valve body but I did not spend a lot of time on it. I have the parts schematic, but cannot find a manual that covers disassembly and reassembly. Any firsthand experience would be greatly appreciated.
  14. I’m going through this right now. I just finished resealing both master cylinders. One has been weeping for a while. Not as bad as what you’re dealing with, just enough to form a thin sticky line of 5606 on the outside of one cylinder. I elected to do the parking brake as well since I was draining the system completely to make the switch from 5606 to Royco Synthetic 782. If you’re doing it under supervision, be sure to mark or measure the location of the rod ends before disassembling the shafts.
  15. What is a P-172? The 172P has a Lyc O320. I thought only GO300 Cessna single was the 175. It turns out it the GO300 was the Powermatic option on the 172D (just a rebranded Skylark). Is the P-172 an obscure model or mod?
  16. Thanks gents. I think it’s just a case of revisions to the original PN, as well as the fact the Lasar lists the same PN for both cotter keys wherein the manual they are different as are the PNs. Fortunately the internal cotter key need not be removed for o-ring replacement and therefore need not be disturbed. I won’t be using theirs. As for the O-rings. I think it’s just a really tight fit That will require a circlip installation tool to sufficiently compress the assembly. thanks again for your thoughts.
  17. Wow, that is impressive. That OG sealant owes you nothing. I think hangared aircraft tend to do better because the top of the wing isn’t getting baked in the summer sun.
  18. Is anyone else had problems replacing the seals on paramount brake cylinders with the LASAR o-ring kit? The O-ring for the plunger shaft appears to be larger than the original. It does not fit in the machined cutout on the cap. It does not squeeze into place, So the circlip that holds the whole thing together cannot be installed. The cotter pins are also oversize and must be deformed the trim to ensure they do not make contact with a cylinder wall. Will post picture soon.
  19. Thanks for the explanation. The theory seems plausible with regard to recession. As a reason for the “big mixture pull” on the other hand, seems more myth than reality.
  20. Can someone enlighten me as to the relationship between leaning and valve recession?
  21. I’m pretty sure an insurance company can drop you or adjust your rates based on violations but I don’t think they can deny claims because the claim occurred while a violation was taking place (regardless of whether it was causal). If that were the case insurance would be fairly useless. Certainly that is how insurance works in other areas. It’s why collision insurance is so expensive for new drivers, especially young males. They don’t deny claims based on stupid and illegal behavior, but they will price the coverage based off the increased risk of loss from the higher rate of stupid and illegal behavior in that demo. If you have a prop strike and it turns out the plane is 3 months out of annual and and you have an expired medical, I’m 99% sure that claim gets paid. I am also 99% sure your rate increases substantially or you get dropped shortly thereafter.
  22. Denying your request for a tach cable repair is absolutely moronic. There is not much else to say other than that everyone involved in that decision is an imbecile
  23. The aircraft was airworthy if it was flying under a ferry permit. A ferry permit deems the aircraft capable of conducting safe flight under very specific conditions outlined in the permit. If the flight was conducted IAW an approved ferry permit, there is zero ground for denying the claim. The FSDO and a certified mechanic deemed the aircraft safe for the flight specified in the permit. The underwriter does not get to make up their own definition of airworthy. Mostly a moot point in this case as the incident appears to be a result of pilot error and not related to aircraft condition. If the incident was caused by fuel starvation, there may be more to the story. Fuel exhaustion is pretty clearly a “pilot ran it out of gas” situation. I think excluding ferry flights from a policy would do more harm than good. Do insurance companies deny claims if an incident occurs when the aircraft is out of annual? What about if the pilot is missed a flight review date by a few months? The ferry permit process incentivizes transparent behavior from all involved, it mitigates risk by involving a credentialed mechanic to assess the aircraft’s condition and ability to conduct the specific flight and is then reviewed and approved by the FSDO. If the insurance industry refused to ensure ferry flights, it would surely encourage less transparency and more risky behavior across the board.
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