Bob_Belville

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Everything posted by Bob_Belville

  1. Technically, but the state of Al Franken is a blue state.
  2. It used to be. In fact I think my first one was 1400 (maybe 1600).
  3. Lance, clearly the tires on the mains will be happy @ pressure higher than the 30 spec'd for C,D,E,F... but 1) 30 psi should absorb some of the shock of a hard landing, and 2) we touch down on the mains, at least I hope we all do that, and higher tire pressure will result in higher bounces when they occur, not that any MSer ever bounces. (In my infamous SNF arrival I only bounced twice @ 13:17 & 13:22.) FWIW, my Condor 6.00-6 x 6 ply mains do not look "squishy", at least not to my eye.
  4. Not surprisingly that's the same pressures as on the F. A J is just an F with Roy's little tweaks.
  5. Hum, I have a STEC50 that's been in the plane 20 years. I use ALTHLD all the time and I do not believe there's ever been an issue with the pitch (or roll) servo. And the short coupled Es are supposed to be squirrelly in pitch so I suppose the servo is busy, particularly in turbulence.
  6. Mike Busch reminds me of Click and Clack, the Tappet brothers. Educated in math at Dartmouth and Princeton Mike chooses to get his hands dirty while challenging the sacred cows and OWTs. Ray and Tom Magliozzi were MIT grads (Tom had the PhD) who chose to be auto mechanics.
  7. +1
  8. Check the pdf file I posted above.
  9. I doubt that that is right. Even if it is stamped.
  10. The mains were always 6 ply so that does not mean much. Sent from my XT1254 using Tapatalk
  11. That's your J - 2900 gross?
  12. Then there is 5" more "wheel base" and the nose wheel does support more weight in the F than the E.
  13. Per the attached service manual (104 CDEF) the mains for C/D/E/F are all 6 ply and take 30 psi. The F only has a 6 ply nose wheel tire and takes 49 psi. manual 104 CDEF tires page.pdf
  14. Lance, do you have documentation for that? My manual calls for 30 psi all around. '66E. (I can bounce pretty high with soft tires...)
  15. 4 ply. But I suppose the heavier tire was to handle heavier loads. Our mains are 6 ply and inflated to 30 psi.
  16. When they stretched the plane 10" I suspect they had to move the engine, which is the same IO360A1A, further forward to control the CG which put more weight on the nose gear. But I'm just guessing. The "arm" for my oil is -6.5" and the starter is -18". If you have your original W&B from the factory it might be interesting to see how much weight was on the nose wheel. (I don't have that info here for mine but I'll get it out of the plane unless someone can 'splain it to us before I get out there.)
  17. My E is 30 psi all around. Is your F is 30 on the mains, 45(?) on the nose?
  18. Yup. We should rotate plugs odd/even to balance wear and top/bottom to balance lead fouling and the other crap bottom plugs suffer.
  19. You're driving a roadster and you'll feel the road more than in a Mercedes limo. But you might be sure the tires are not seriously over inflated...
  20. Vg is best glide. Note it varies with weight. Thanks for the other numbers. The 3 speeds that increased would be nice to have. Vne - red line, Vno - bottom of the yellow, and Vf - max flap. As it is I often cruise in the yellow, descend at red line, and cannot use flaps until into base leg.
  21. My '66 M20E (Super 21) has a Vne of 189 mph. I did not realize they had changed Vne in later years. What else might have changed? Vne 189 mpg; Vno 150, Vfe 100, Vs 67, Vso 57, Vlg 120, Va mgw 132, Va 2200# 122, Vx (t.o. flaps) 80, Vy clean 105, Vg mgw 105, Vg 2200# 97, V window 150
  22. My IO360A1A uses UREM 38S. https://www.aircraftspruce.com/catalog/pdf/tempestplugmaint.pdf TEMPEST® Part Number Reach Connector Thread Electrode Type URHB32S 13/16” ¾” - 20 Fine Wire UREB36S 13/16” 5/8” - 24 Fine Wire URHB36S 13/16” ¾” - 20 Fine Wire UREM38S ½” 5/8” - 24 Fine Wire URHM38S ½” ¾” - 20 Fine Wire
  23. Following Tempest's recommendation, I rotate the plugs at each annual to balance out the anode/cathode wear effect. E.g. #1 top goes to #4 bottom and vice versa. Having 2 different type plugs might make this practice "interesting". See page 4-11 of this link: https://www.aircraftspruce.com/catalog/pdf/tempestplugmaint.pdf
  24. Yetti, what's your logic? Normally folks would put the fine wires on the bottom where fouling is more likely...