Antares

Supporter
  • Content Count

    1,532
  • Joined

  • Last visited

  • Days Won

    4

Antares last won the day on February 5 2016

Antares had the most liked content!

Community Reputation

460 Excellent

About Antares

  • Rank
    Won't Leave!
  • Birthday 09/01/1980

Profile Information

  • Gender
    Male
  • Location
    FL
  • Model
    305 Rocket and LoPresti M20F

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Antares

    Rocket engine mounts.

    Did you notice that you don't have pressurized mags too?
  2. Disclaimer: I am not a lawyer and this is not legal advice. I believe that all states have limitations for the fees that impound yards can charge. Florida law requires impound companies to release vehicles if the driver wants to claim it while it's being picked up and limits the fees to no more than 50% of the tow price (Statute 715.07). It's unfortunate that some FBOs behave unscrupulously because that's how we get more regulation. I've heard it said that we have a legal system in this country, not a justice system. I love this clip of Jordan Peterson from back when he was teaching college courses. He explains the way people who engage in such egregious behavior think.
  3. Antares

    M20F proactive maintenance tasks

    Looks like you're on the right track. I saw you mentioned doing some fuel system work and wiring. I would make sure you replaced all the wires to your new alternator and if you still have the factory panel-mount fuel pressure gauge you might find a brittle original 50+ year old pressurized fuel line behind your panel going to it.
  4. Antares

    Rocket engine mounts.

    No answer in this thread, but it might help point you in the right direction. I've heard it said that you want Lord mounts, but I don't know the part number for them.
  5. Antares

    Rocket Engine Stumble

    I just read your initial post again and I think I may have experienced something similar. At full rich mixture on takeoff and initial full power climb, I would experience what felt like misfiring. Leaning a bit to where the fuel flow numbers matched book make the misfire go away. The second, and I included that in a private message that I sent earlier, is that we discovered my mechanical tach read 60-100 RPM high. I believe that @Yooper Rocketman mentioned that he had seen the mechanical tachs in rockets read high before. The significance of this is that at an indicated 2200 RPM and low manifold pressure settings that you might just be bootstrapping. I observed the same behavior in my rocket as well, and after discovering that my tach read a tad high, I realized I was running less than 2200 RPM during the test. According to Mike Busch, this may be evidence of "Bootstrapping" If you're flying a turbo and climbing up to the Flight Levels, you'll probably find that you can't use bottom-of-the-green RPM without "bootstrapping" (a condition where the wastegate is completely closed, the turbocharging system is operating unregulated, and significant MP excursions become evident in flight). The cure for such boostrapping is to increase RPM in small (50 RPM) increments until MP stabilizes. If you still have difficulty stabilizing MP at high altitudes, you may have an induction or exhaust leak or some other engine problem. The best way to diagnose this is to perform a "critical altitude check" as outlined in the service manual. Critical altitude for a turbocharged airplane is the maximum altitude at which the engines can develop full takeoff power. For my T310R, that's supposed to be 16,000'; for a T210 or 340 or 414, it's 20,000'. If you can't get full takeoff power at the airplane's rated critical altitude, then you have a problem that needs to be found and fixed. https://www.avweb.com/news/airman/184350-1.html
  6. Antares

    Check Gear!

    Twice in my F did I kick myself, but never have I landed with my gear up. I was always in the habit of doing the fingernail check on the Johnson Bar repeatedly. Then I flew for 10 hours at 11,000 ft one day and landed at ABQ with a slight quartering tailwind as directed by the tower. After clearing the mountain ridge from the east I had to do a 270 to the left to get low and slow enough to land instead of a 90 degree to the right. As I’m in the flare I am stuck pulling on the throttle trying to slow down because things didn’t seem quite right. Fatigue, altitude, and the higher than I was used to groundspeed had me thinking I needed to pull power. As I settled onto the runway I thought “Oh fuck: my gear!” But, having the mental conditioning earlier in the approach to have been aware that shit was nonstandard, I had already put it down early as a precaution. Noticing something unusual in an approach should be an automatic “go ahead and drop the gear” cue. The second was at an uncontrolled airport in Florida. There was a foreign helicopter student who couldn’t accurately or consistently report where the hell he was in the vicinity of the field and a Cessna on a long final invited me to go ahead of him. On base I wondered why I had trouble slowing down. My cycling hand found the missing gear handle on base. My general rule is to keep my speed up and to slow aggressively, drop the gear as soon as possible, and to not pull power to slow anywhere near gear speed until I do it aggressively and drop the gear as part of the transition.
  7. Antares

    SpaceX restricted airspace

    We all know that it's the Big Fuckin' Rocket and not the Big Falcon Rocket. I think Bezos takes it one step further. He might as well have painted it pink while he was at it.
  8. I have long range tanks with the flapper in the inboard tanks. Is the capacity listed on the inboard tank below or above the flapper? If it's above, how much more fuel can you get into the tank if you nurse it in past the flapper?
  9. Antares

    Mooney down in Paramus NJ

    What's this 2 gallons of water that can't be drained? I've got the long range tanks in my Rocket with two sump points on each wing. Is there something that I should be aware of regarding a potential hazard?
  10. Antares

    M20 F cockpit fuel drain.

    I always hold it for three seconds. As part of preflight, I open the cabin door, slide my body between the door and the wing, place both hands on my wing and set my ass on the wing walk (make sure you're not wearing pants or a jacket with metal rivets or zippers that could scratch things), lean over and pull the ring for three seconds, then get up and continue to sump my wings and look in the tanks. This is the fastest way to check it and beats having to walk all the way around the wing and having to get in the plane to reach it.
  11. I wrote all of the GIS software for a government project years ago; subsequent organizations have tried to get me to sign a non-compete explicitly prohibiting me from working for ESRI. I wouldn't sign it -- not that I'd care to work for ESRI, but I guess they hand concerns over having someone that could do the bare metal GIS computations and graphical rendering without 3rd party software being sniped by someone with deeper pockets. Here's rendering of data that I, and a couple other testers, collected with an iPhone app that I wrote. The UI isn't all that pretty and I'm using a publicly available base layer, but all of the METAR/TFR/AIRMET/SIGMET data is displayed and rendered on the fly. Clicking the path gives coordinate info. I could easily pull out JPI data and display it just the same. On a technical note, it's running on a Windows 2012 server with 7200 RPM drives. http://airwaysandrunways.com/Flights/Default.aspx
  12. I wrote a piece of software that turns JPI data into logbook entries and includes start/destination airport and computes how much was at night based on computing sunset.