New Englander

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Everything posted by New Englander

  1. Excuse me pilots

    Viking bought the TC and is producing new Twin Otters: https://www.vikingair.com/twin-otter-information I have a friend who flew the originals at Pilgrim Air as commuters.
  2. Rebuilding steering valve JD 318

    Yeah, forgot to order is more like it.
  3. Excuse me pilots

    Well, at least it makes the stopping easier! 10% uphill coupled with even a normal 3 degree approach (5.2%) has to make the approach look impossibly steep. An illusion coupled with quite the challenging landing! My hat's off to you. Aspen at night on our RNAV Special which is a steep 6.22 degrees or 10.9% down, looks even steeper due to the 2% upslope of the runway, especially if the visibility is low and all you can see is the runway lights. What kind of plane? Ours is only certified +/- 2% although that seems a bit arbitrary, especially landing uphill and may be a Part 25 thing. Below the MDA the normal missed approach will point you right into the rocks so we have a balked landing/escape maneuver that will work, one engine inop if flown precisely. When flown for practice all-engine and light it's fun for us and a bit of a show for the line guys. Due to radius of turn issues the max speed is 140kts which means standing it on its tail.
  4. Excuse me pilots

    Based at Aspen, CO so we get the same kind of views on a clear day; when it's snowing, not so much. Aspen is much longer so even though it's at 8000' it's not too much of a challenge for a 3-engined plane. You can only take off one way so it's a PITA. In good weather you can circle and land either way but if the weather is down - no.
  5. Excuse me pilots

    I was trying to find a video of one of ours at the Dubai airshow but no luck. Here's a landing on what one may call a "challenging" strip:
  6. A waste of Michigan Tax dollars

    Local town is big tourist attraction and the street is asphalt but sidewalks are brick with granite curbs and benches, all very nice and a great compromise. Someone has to step up and suggest a different approach to preserve character but be practical.
  7. C263 Gas Questions

    Replaced a C221 with a C301 and everything bolts up on that series of engines. 301 has waayyy more power and burns waayy more gas C301 heads have much bigger valves that 221; I'm not sure if the 263 or 291 got big valve head. C301 came from a combine so all of the tractor stuff had to be swapped and it all fits. 301 didn't come with manifolds or carb, used 221 manifolds and found bigger carburetor on Ebay, which is where I found engine.
  8. Farmall 656 gas Exhaust manifold replacement

    Did one on an industrial and at that time the manifold was made from unobtainium so I had to fill and relocate the hole in the hood. Definitely cut the heads off and use the hot wrench on the stubs. Get a heat riser kit if it needs one. I've had no problem with leakage at the joint.
  9. The new “white truck “

    Belt driven electric clutch?
  10. The new “white truck “

    The PTO on my Allison is a non-clutching type - you have to shut the engine down to engage it. I imagine a firetruck would have spent the extra dough to have a clutching unit. 'that so?
  11. The new “white truck “

    Wow! Talk about low time and clean! What's going to happen with the present body?
  12. Transmission pictures.

    Must be a short one!
  13. Auto- manual swap

    You can always do the swap and yes, standard SAE housing identified by bolt spacing/circle. If there's nothing wrong with it just drive it. I've never heard that they're unreliable. My friend has two International dumps, one manual and one auto, what model I don't know but I do know that he's not unhappy with the auto. I have an Allison in a yard truck. It never gets out of first and reverse but if it was a road truck I wouldn't bother to replace it unless it broke and was not economically feasible to repair it.
  14. Auto- manual swap

    SAE bell housing, I believe but you really need a donor truck's entire system. Is the Allison not working?
  15. Excuse me pilots

    Our rotation angle is normally 17 to 20 degrees depending on weight, configuration, and field altitude. That angle is computed to be at V2 at 35' with an engine failure at V1. That said, an all-engine, noise abatement takeoff will quite often have us climbing at steeper angles, weight permitting. Years ago when we had planes with a wingspan that would allow us to operate from Santa Monica we would achieve about 28 degrees to the runway end then drastically reduce power and lower the nose to remain at V2 speed and not trip the noise monitor just off the end of the field.Passengers were briefed about the steepness and power chop needed as a noise violation was a big fine from the city; 3 violations got you banned! The city of Santa Monica has been trying to close the field for years and has pretty much achieved it by shortening the runway to 3500'. Not an issue for us as we're too big anyway. Anything more than 30 degrees pitch or 60 degrees bank is considered acrobatic. Lightly loaded we can rotate at 3 degree/second accelerating to Vfs at 30 degrees. Max weight TO, not so much . Vfs is Final Segment speed, a target speed for an engine inop TO and is in the neighborhood of 190 kts, weight dependent. Randy has it right. The 737 was running out of steam when the pilots pushed over to zero pitch. Empty plane, light fuel load, demonstration flight, a power/weight ratio never achieved in line operations. Camera angle makes it seem even steeper. I was at the Dubai airshow when the the A380 was introduced. What a show! That big monster was tossed around like a trainer - all within the limits of the FBW system which is likely to be 30 pitch, 60 roll. Boeing has no such limits.
  16. Chevy C65

    I drove a couple of wreckers that had 366s and I don't recall them as being overly weak. I also drove Fords that had 360s and it seems the GM were a little stronger. The Fords we had with 390s were stronger than both; 428 even stronger. Although I've driven trucks with 427s none I could directly compare with a 366. A 366 is really more suited for a 26,000 lb truck than a 35,000; those are really diesel territory.
  17. Chevy C65

    Electronic governor on Holley 4 barrel, at least the ones I'm familiar with.
  18. Chevy C65

    All bell housings patterns the same; adapter plate to truck bell housing.
  19. Chevy C65

    Call the above mentioned Marshall Machine and see if they'll do a 427 with a 366 core or, if the 366 is doing it for you, just replace it.
  20. Bondo

    I've also used bondo indoors with success. The nice part is that it's fast - hardens as quick as you want and sands easy.
  21. Positive ground question

    Different makes but my positive ground Norton and two cylinder Deeres have red to ground. As reported, it's harder to mix the battery due terminal size but it can be done. When British cars went to negative earth or ground there were warning stickers.
  22. Chevy engine swap ?

    NH DOT has used so much salt this year that it's quite difficult to tell that my pickup is green! I've had good luck with these guys: https://www.marshallsmachine.com/automotive Price list shows $1895 for a big block. For that price it's hard to do your own and beat it. I've got one of their engines in a C60 doing just fine. I think you probably can get the 350 to work, it'll take reprogramming or, getting another PCM from a salvage yard. More homework necessary, perhaps on a Chevy/GMC truck forum.
  23. Transmission/Rear End Oil Heater?

    Yeah, two cylinders will lock the pump if the oil is contaminated with water. Have to work them hard to boil it out; hard to do in the winter.
  24. Life in Alaska

    Beautiful shot over the bars. Noontime perhaps? You must be doing lots of headlight time.
  25. Transmission/Rear End Oil Heater?

    Those pads are pretty popular on light airplane engines. I had an International 3414 loader that would start but be barely usable because the hydraulics would be so cold. I used a magnetic heater on the hydraulic tank so that I'd be able to steer the thing until the hydraulic oil limbered up. I now have a 3616 that's shuttle shift so the torque converter is working on the same oil. Once running at these negative temps I have to exercise the loader a few times to get it to steer then one good run down the drive pushing a foot of snow and it's steering fine. Transmission cooler is in front of the radiator but it would be better if in the radiator to warm everything up. Machine has three hydraulic pumps so it really cranks slow but always starts. I've got a two cylinder Deere that cranks noticeably faster in extreme cold with the hydraulic pump disengaged. That thing will always start but nearly stalls first time engaging clutch in neutral; really thick transmission oil! I know some advocate holding a control against the relief valve to warm hydraulics but I can't bring myself to do it.