Shadrach
-
Posts
12,228 -
Joined
-
Last visited
-
Days Won
170
Content Type
Profiles
Forums
Blogs
Gallery
Downloads
Events
Store
Everything posted by Shadrach
-
Fair enough. I learned a lot from Walter (RIP). He never gave me any reason to believe he would make something up, but maybe he was bullshitting me just for fun. I was just offering what I was told.
-
I’m sorry that your attempt to return your engine to its original timing configuration as outlined in the FAA TCDS was unsuccessful. You’re apparent failed attempt to make the case with your local FSDO has nothing to do with the legality of my plane (still has original data 25° plate) or anyone who has legally returned their timing to he specified setting in the TCDS.
-
The SI did not change the timing. The SI made made 20° optional. There is nothing in the way of written guidance that suggests Lycoming has forbidden 25°. “Lycoming Engineers” do not supersede the TCDS.
-
Heat not that hot. Later E model.
Shadrach replied to BloodRedSkies's topic in Vintage Mooneys (pre-J models)
I have never seen a “rear seat hose”. My parts manual does not seem to show it. Can you elaborate on its location? -
You are not understanding what I am saying. I am not talking about cylinder to cylinder differences. GAMI put multiple thermocouples on all of the cylinders and found the greatest temperature variance across each cylinder (multiple points around the base, the barrel, the head, etc) occurred when ground running with the cowl flaps closed. they also found that idling with the plane faced into the wind actually provided slightly less cooling than idling with the wind behind you.
-
Really? Who’d you speak with? Did they tell that their word supersedes the Type Certificate Data Sheet?
-
You’re looking at a single thermocouple on one cylinder. Everyone’s CHT readings go up when they close the cowl flaps. Walt’s (Walter Atkinson of APS) point was that the increase is less even across the cylinder when the cowl flaps are closed which leads to hot spots and the potential for thermal stress. GAMI keeps their raw data pretty close to the chest. I don’t think this was a published study.
-
I don’t think anyone is GAMI ever said that peak EGT is a bad place to run an engine. Especially given that 100° ROP is closer to peak ICP. That being said if you’re running a turbo, Peak TIT is not an option in most cases. your other points are all very well taken. I would just add that the 5606 in your brake lines has a pour point of <-76°F. It’s not going to be phased by 20° temps.
-
I was told by a well-known APS instructor that GAMI had instrumented a Continental six with additional thermal couples to investigate differences in temperature at different parts of the cylinder. They found that the greatest delta in temperature across cylinder occurred when ground running with the cowl flaps closed. They recommended not closing the cowl flaps on the ground to expedite warm-up.
-
All of the Vintage injected birds with the stock “guppy mouth” seem to have a surplus of airflow for cooling. On top of that, many of those airplanes are now running with the ignition timing retarded to 20°, making an already cool running powerplant run even cooler. you don’t have a lot of options. I would definitely winterize the oil cooler. I would check the ignition timing on the data plate. If it’s 20°, I believe it’s legal to advance the timing to 25°. There is some debate as to whether you can re-stamp the data plate or must order a new one from Lycoming. Even with 25° ignition timing and the oil cooler winterized, it’s a struggle to get #1 and #4 above 300°F this time of year. The good news is that as long as you’re not fouling plugs, it shouldn’t be an issue.
-
All of the legacy manufactures to which @1980Mooney refers would be out of business without the revenue generated by their turbine offerings. Cirrus and Diamond deserve great credit for generating and capturing incremental sales where the legacy manufacturers have failed.
-
Perhaps, but I don’t know of any other certified aircraft with a 70 year old type certificate that has spawned variants that operate on such a wide spectrum of performance. The M20D and the M20TN are built on the same basic design. One is 125mph trainer and the other will cross the continent in the flight levels at >250mph…
-
After looking on controller I don’t see a lot of distance between similarly equipped Arrow 1 and the M20C. Same with the later arrows and the Fs. Avionics is the biggest variable.
-
Yep. So some approvals/denials will be more complicated than others.
-
I don’t think this is as complicated as everyone is making it out to be. The part that was posted in this thread was clearly fabricated using the factory part as a guide to match original dimensions. The difference in fabrication material is the issue at hand - fabric reinforced rubber vs silicone. It should not be that difficult to compare the properties of each material to determine if silicone is a lessor, equal or superior substitute.
-
Heat not that hot. Later E model.
Shadrach replied to BloodRedSkies's topic in Vintage Mooneys (pre-J models)
Something is likely in need of adjustment or there is an issue with the plumbing. Bottom line is that mixture setting and OAT affect output but it should still perform adequately under very cold conditions. I put together some heater temp output data a few years ago. Even at 7° OAT I still had a surplus of warm air. -
Do You Leave Your Tow-Bar Connected While Parked?
Shadrach replied to PeteMc's topic in Miscellaneous Aviation Talk
You’re definitely overthinking it. The gear and bar receptacle is more than stout enough to support the sidewinder. -
Do You Leave Your Tow-Bar Connected While Parked?
Shadrach replied to PeteMc's topic in Miscellaneous Aviation Talk
Mine stays on when in the hangar, but that’s the only place. FYI, the stock Mooney tow bar does not enter the prop arc on any of the Mooneys I have flown. However, if it’s skipping across the pavement during taxi, it could easily bounce up into the prop arc. -
One of them is an IA, the other should be soon. They already have experience in maintaining a 145 certificate. In addition to performing mechanics duties, one has years of experience as as avionics tech and has a lot of expertise repairing and installing all kinds of boxes and APs. These gents will work on small GA planes but they’re currently maintaining several turbine aircraft and likely wish to continue to maintain aircraft of that caliber.
-
No risk really unless you start fowling plugs (unlikely). Mixture setting?
-
If a maintenance professional finds any substandard part/installation on an aircraft they’re inspecting, it’s incumbent upon them to notify the owner and recommend corrective action if possible. They are not obligated to perform corrective action nor return the aircraft to service. This gives both sides some leverage to prevent a pissing contest over something stupid. If the IA doesn’t like the previous work he can walk away from the airplane. If the Owner thinks the IA’s assessment is incorrect, he can walk away from the IA. In my experience, if you surround yourself with smart, reasonable, professionals and communicate openly, this kind of thing does not happen very often. I once removed my plane from a shop because I disagreed with their reasoning. They reinforced my decision by acting terribly unprofessional during the return of my aircraft. It was a poor business decision as I told the story for 10 years.
-
That may have been the intent of the reg, but “part availability” or lack-thereof is not codified in the regulation’s wording as I have read it. You are free to produce all of the parts your IA is willing to sign off as far as I can tell.
-
FAR 43.13 says “in such a manner and using materials of such a quality that the condition of the aircraft, airframe, aircraft engine, propeller, or appliance worked on will be at least equal to its original or properly altered condition (with regard to aerodynamic function, structural strength, resistance to vibration and deteriora- tion, and other qualities affecting airworthiness).” Surprisingly, It looks like he FAA is fine with OPPs being as good as they can be as long as they are equally good or better than original.
-
I wish you were close, I’d save you the trouble and come get it myself…
-
Terrible news Irmin, I can almost guarantee that the corrosion was visible when you started this endeavor. A very thorough inspection of fuselage and empannage are next steps. That wing is not viable. The question is whether or not the rest of the airframe is. At least then you can determine if it’s worth replacing the wing. I’m very sorry that it’s been such a tough year. Hope 2024 is much better.
