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#11
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This year's annual
Jon Kraus wrote:
Are you ****ed that you are only getting 65 PSI compression out of a 500 SMOH hour cylinder? I think that the high copper count doesn't necesarily mean anything drastic... Our first annual in the Mooney was almost 10 AMU's. Our second was 5 AMU's... Following this logic maybe this year's will be 2.5 AMU's.... Yea right!! :-) Heck, keep going Jon and your annuals will be essentially free! :-) -- Jack Allison PP-ASEL-Instrument Airplane "To become a Jedi knight, you must master a single force. To become a private pilot you must strive to master four of them" - Rod Machado (Remove the obvious from address to reply via e-mail) |
#12
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This year's annual
And I don't wanna...
I don't WANNA I DON'T WANNA hear you bitching in here how much your annual cost you until you can tell me how much of the owner assisted annual you did. So far as I can see, about 75-80% of what you've had "done" could have been done yourself. Jim "A Lieberma" wrote in message . 18... It's been a solid week, and I am still not flying in my Sundowner..... |
#13
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This year's annual
RST Engineering wrote:
And I don't wanna... I don't WANNA I DON'T WANNA hear you bitching in here how much your annual cost you until you can tell me how much of the owner assisted annual you did. So far as I can see, about 75-80% of what you've had "done" could have been done yourself. So Jim, it's ok to bitch about the costs associated with one's annual and required repairs if, in fact, one has done as much of the owner assisted work as possible? Really? And all this time I thought it was just bitching about annuals that got under your skin :-) Oh yeah, one more thing...never, NEVER, *NEVER* say something like "My annual cost me insert amazing AMU amount here". Always, ALWAYS, *ALWAYS* separate out the inspection from the *required repairs* -- Jack Allison PP-ASEL-Instrument Airplane "To become a Jedi knight, you must master a single force. To become a private pilot you must strive to master four of them" - Rod Machado (Remove the obvious from address to reply via e-mail) |
#14
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This year's annual
The sad thing is Jack, I'd be happy as hell if the annual were only 2.5
AMU's!! :-) Jack Allison wrote: Jon Kraus wrote: Are you ****ed that you are only getting 65 PSI compression out of a 500 SMOH hour cylinder? I think that the high copper count doesn't necesarily mean anything drastic... Our first annual in the Mooney was almost 10 AMU's. Our second was 5 AMU's... Following this logic maybe this year's will be 2.5 AMU's.... Yea right!! :-) Heck, keep going Jon and your annuals will be essentially free! :-) |
#15
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This year's annual
Oil analysis came back with high count of copper
#3 cylinder low on compressions Do you taxi full rich? We used to, which occasionally have us slightly low compression readings on one or more cylinders in the hangar. The low cylinder would move, as there was nothing really wrong. G We now lean aggressively until we get to the runup area, and have never seen the problem again. Was this due to lead fouling? -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#16
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This year's annual
A Lieberma wrote: Newps wrote in : If it's passing the rings then it's coming out the breather line, not likely to get better. Everybody thinks the rings move during operation, no way. You don't just happen to get unlucky and have the rings lined up at the annual. Since he got the compression up to 65, I am willing to give it a go. With this in mind, how many hours down the road should I get him to run another compression test? 10-15. He did have me change the oil from 15 weight to 20 weight. Do you think this will mask the problem any? The oil has nothing to do with it. |
#17
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This year's annual
On Sat, 04 Nov 2006 21:53:04 -0700, Newps wrote:
A Lieberma wrote: I am not sure *exactly* what the A&P did (I am not mechanically inclined). He told me it was complete "blow by" where it was passing the rings. So, he did something to improve it, and I think he did something what you described above with the rocker / valves but used a different term. If it's passing the rings then it's coming out the breather line, not likely to get better. Everybody thinks the rings move during operation, no way. You don't just happen to get unlucky and have the rings lined up at the annual. Actually, the rings do move during operation. It's when they quit moving that we have problems. They don't rotate so much, but they do squirm in and out as the piston moves up and down in the cylinder, accommodating themselves to minor variations in the cylinder. I've seen rings that were glued firmly into their grooves by deposits, not moving at all, instead of springing free as they left the cylinder. You don't get much sealing from rings in that condition, and once the rings are stuck, that causes more damage. The additive Allen mentioned could have been Avblend (www.avblend.com). It's expensive, so you know it's FAA approved. Some A&Ps use it. You can shop around for a slightly better price. Just fly and maybe Avblend will loosen things up, in which case it's worth it. Every once in a while, you get lucky. |
#18
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This year's annual
B A R R Y wrote in
: Do you taxi full rich? My field elevation is a whopping 325. I do taxi full rich, but do lean it back a tad after the startup, just enough where I can hear the engine smooth out. But by no means agressive. No lead on the plugs, as Jay pointed out, so it's not due to plug fouling. That sure would be the cheap fix! Allen |
#19
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This year's annual
Newps wrote in
: With this in mind, how many hours down the road should I get him to run another compression test? 10-15. Will do so. It's simple enough to do and I think good insurance. He did have me change the oil from 15 weight to 20 weight. Do you think this will mask the problem any? The oil has nothing to do with it. Ok, my simple non mechanically inclinded mind would have thought the thicker the viscosity, then the harder the piston head would have to move through the cylinder, giving it an illusion of a higher compression. Allen |
#20
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This year's annual
"RST Engineering" wrote in
: hear you bitching in here how much your annual cost you until you can tell me how much of the owner assisted annual you did. So far as I can see, about 75-80% of what you've had "done" could have been done yourself. Now, you got me curious, on all the problems listed, other then the oil change, what exactly could I have legally done? It's only a semi complaint about the cost, not so much for the workmanship, but for what has to be worked on (low compression cylinder and corrosion). Hell, in my opinion, A&P's are the doctors of my airplane engine. I work on computers, not engines and airframes. I just want my airplane the safest one on the ramp. Also, the time it takes to do an annual amazes me, which would mean with my work schedule the plane would be down longer then it be. So, no you won't hear me complain about the basic annual cost, as I know my A&P is of utmost integrity and quality. He's got enough bisiness passing through his hands without having to jack up any prices or look for problems. Allen |
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