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New Englander

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Posts posted by New Englander

  1. The ones I've used in my gas loader were core plug types and worked well. The package warns not to have plugged in with engine running which didn't make sense to me. Apparently the warning is correct as the one time I forgot it immediately burned out. Must be cavitation?

    I've got a new one sitting on the shelf but since it's gas the priority is really low.

    Although the Fuel Pincher Detroit starts pretty well I plug it in for an hour anyway. German diesel is also a good starter but better if plugged in.

    There's a silicone pad on my Cessna's oil pan plus I direct a hot air heater up the cowl flaps for a while. It will start down to pretty cold but Continental recommends preheat. Avgas is not as volatile as mogas and there's no seasonal variation. There's no choke so priming is necessary.

    Guy in the next hangar has a complete preheat kit including bands for each cylinder. He's got an app on his phone that will turn them on. There must be one so that you can turn on a diesel's heat while having your coffee. Ready to go when you are with no wasted electricity.

  2. 8 hours ago, acem said:

    Until the airport is backed up and you go in a holding pattern for 30 minutes...

    Back in the day long holds and guys crying min fuel were common, now it's more common to be held at the gate or in a penalty box awaiting a release. Holding is less common now but not unheard of. The Jurassic jets could get your butt a little tight when holding as the pure jets or low bypass jet had some ungodly fuel burns at low altitude. I distinctly remember saying to my co-pilot when we had already declared min fuel "one more time around and we're declaring an emergency".

    Modern high bypass engines do much better but at the end of a long flight where you're already tight on fuel you can still get a little concerned.

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  3. Computerized flight plans are often very accurate. In the North Atlantic back some years ago often one would be designated as a MET plane, which meant that at each position report you included the wind and temperature reports and the flight planning engines would work off that, so they'd be accurate to within 10 minutes or so depending upon time of day. The NAT tracks move every 12 hours depending upon the traffic flow - evening to Europe, morning to the US so the first planes on those tracks enabled the next to get better information. Well, now every plane is automatically a MET plane as the ADS-C and ADS-B give MET report with every position report -C, contract or -B, broadcast. Domestically the same happens with ADS -B. Some planes include winds in the message while most light planes don't but by using wind vector inversion the winds are calculated.

    Here are a couple of screen shots of one of our flight plans from San Fransisco to Toluca, Mexico. The first is a piece of the header which shows the total time and fuel burn while the second shows the information of the first waypoints. Each shows the time and fuel burn so you have a how goes it. The same flight plan gets uplinked to the planes Flight management System.

    Of course anything can screw it up such as unforeseen holding, general traffic or airport problems but the degree of accuracy obtainable is quite good.

    ADS= Automatic Dependent Surveillance either Contract, a mutual agreement between the plane and ATC or Broadcast, a system that just tells the world who you are and what you're doing at the moment.


    Screenshot (484).png

    Screenshot (485).png

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  4. How's the supply voltage? Running on a 15 amp circuit my saw would trip the breaker under load. Since I had 220 nearby I converted it and have zero issues on 220. I could see the lights dim on the 15 amp 110 circuit. Saw would almost stall then breaker would trip.

    Since those saws rely on gravity for belt tension check the belt has tension after changing blade height. Mine would sometimes be loose as the motor pivot was sticky. I could hear the motor running in that case.

  5. Barn had them so all the new wood I've used in the restoration gets Bora Care. It]s a thick liquid you mix with warm water (just to make it easier to mix) and spray with a backpack or pump can sprayer. I noticed the first repairs I did 30 years ago showed evidence of their activity so began my spray program. I've not seen any since.

    EDIT: Tim-Bor is another

  6. 1 hour ago, Ian Beale said:

    Sounds a bit like "There are pilots who have landed with the gear up and pilots who will"

    I was close once.

    I experienced a runway incursion when on very short final in a T34 - guy pulled right onto the runway at a towered runway. I was being a bit of an arse went around flying over him lower than needed and pulled up sharply whereupon the tower cleared me to land on the cross runway while giving the other guy a number to call. My almost acrobatic maneuver was distracting enough but when the huge gear horn went off behind my head I went around again joining a proper pattern for the now vacated original runway.

    Humbling lesson learned 50 years ago.

    I do a GUMP check even in my fixed gear Cessna. U is for undercarriage and my wife gets a laugh at my autonomous response  - Down and bolted.

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  7. Continental aircraft engine require a borescope with every compression check This what I use.

    I use a laptop as that's portable enough but it will work with an iPad so probably an iPhone. It's a rigid scope that will turn 180 degrees so may not be what you need.


  8. There's a movie out called Devotion. I have not seen it yet and was reluctant to as I thought it might be all about racial injustice, rather it's a little more honest and about heroism.

    Medal of Honor Recipient Thomas Hudner Jr. talks about his experiences during the Korean War, including his attempted rescue of his wingman, Ens. Jesse Brown, on Dec. 4, 1950.


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  9. The trouble with code readers is that's all they are. They don't provide any live data and pretty much only read OBD II generic codes - no proprietary codes normally used in BCM - Body Control Module and the like. Here's a basic scan tool that's just over your range:


    Check the Autel site for more info: https://www.auteltech.com/

    I have one of their older DIY tools that will do some basic tests, reset BMW brake life, do some auto brake bleeding, etc. When my Tech2 no longer will do it for me I'll likely buy a professional Autel tool to replace it.

    If you just want to read codes and do very limited troubleshooting one of the phone apps as mentioned above will work. There are forums where the merits of different companies tools are debated.

    • Like 1
  10. 23 years old hoses may be getting crunchy.  As NomoreJD says, you can spray brake cleaner or ether, careful with ether, on suspect areas including the intake manifold.

    It's tough to do much troubleshooting with only a code reader as it tends to load the parts cannon to blast at it. I've got an inexpensive Autel that's been good enough for my kid's BMWs but they've been reliable cars so far. For GM I have a Tech2, which is bi-directional and pretty descent but obsolete after '13 so when we replace the current vehicles I'll need something newer/better.

    There may be a forum out there for your vehicle/engine that may help.

  11. 20 minutes ago, Art From Coleman said:

    Since YOU have access to the mechanics shop at the aviation business you work at, have them either let the tool truck driver send it off, or throw it in with the shop's precision tools when they are sent off to be re-calibrated.

    That's what I used to do but since the company went public we now have both private and commercial flights. The commercial is under FAR part 135 which applies to fewer than 20 seats while FAR 121 applies to 20 or more. Business jets no matter how big, other than converted airliners, are, with no exceptions that I know of, all certified for 19 seats or less as the rules change drastically at 20 or more. Converted airliners are operated under FAR 125 for private flights with similar rules as FAR 91. Privately owned and operated airliner types with few if any exceptions are all operated under FAR 125 as it would be prohibitively expensive to have them run under FAR 121. Large business jets like ours are quite comfortable. Get up, stroll around to a divan or conference table as the passengers are whisked around at 600 MPH.

    Because we're now a commercial operator the surveillance is much stricter. Precision test equipment is all audited so no longer can I just slip my 3 wrenches into the batch.

    The upside to the flights that are commercial is that because I'm over 65 I'm limited to the contiguous US as Alaska means Canada airspace and Hawaii is Class 2 navigation which comes under ICAO rules, complicated, I know. An example is I did a flight to Sardinia, Corsica, Paris, and London as PIC as private flights. From London to JFK it turned into a commercial flight per company internal billing so another guy took my place in London while I went home relaxed in first class on British Airways 😁


  12. 2 hours ago, vtfireman85 said:

    Mine go out through our local NAPA, they actually lost my 30-150 ft/lb and replaced it with a Carlyle 30-250.was a little sad from a sentimental standpoint, but it was a real upgrade.

    I never thought of giving them to NAPA. How was the price?

  13. Looks yummy! How many turkeys did you do for that crowd? I fried one once and it was good but I've been roasting them at 400. 16lb, 1.5 hours breast down then .5 on each side and finally .5 breast up to brown. Came out just right. Only 12 people this year, waaayy too much food and plenty of left overs.

    How long do you fry the sweet potatoes? I never thought to do that.

  14. Where to send torque wrenches for calibration? Up until recently I was able to slip mine in with our mechanics but sadly that's no longer an option. I sent them to one place only to have them all returned with a note "too old" even though they had recent calibration certs on them. I don't want to waste freight again.

  15. I was seriously in love with Jan Smithers - Baily Quarters. Loni Anderson - Jennifer Marlow and her were another Ginger/Mary Ann choice.

    It was a well written show with perfect actors for the characters. The turkey drop is a favorite.

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  16. 6 hours ago, vtfireman85 said:

    In our C65 with 5+2 4-high is higher ratio than 5 low, so pattern is 4-L 5-L 4-H 5-H, i have always treated the 1700 loadstar tanker this way and cant tell the difference between 4-H and 5-L, so I usually just skip one, for whatever the difference is i lose  enough in a transmission shift that it isn’t worth it. 
    just food for thought. 

    Years ago I drove a wrecker that had a similar shift pattern. The C60 I have now is a simple low - high in each gear. Unless loaded with an extremely heavy load of stone I shift 2, 3, 4, 5 low, 5 high. It's usually not worth splitting every gear the exception being steep hills.

  17. 16 minutes ago, vtfireman85 said:

    Broncos never did it for me. I have a soft spot for the full size, but that soft spot may be in my skull 🤔

    This one was on the CG Academy campus a few years back. It had a logo from a specialty restoration shop that I failed to capture but my buddy knew of them and it was big bucks. It was the nicest one I've ever seen.


  18. 5 hours ago, 5088 said:

    Liberty was originally designed to be the 'girls jeep'  then because it was too small, got upsized a bit for 'dudes'.  Still the 3.7 didn't do it any favors, and the Daimler side of things (before they bailed on the company) really cheapened the 2nd gen Lib out of what should have been a decent product.  Still seemed to sell pretty well though.

    Look at any of the roughly '06-10 DCX stuff.  TERRIBLE interiors.  Minimal investment.  Truly a disappointment to what those products could have been. 

    A friend and colleague bought one for his kids to learn on a manual. It's got some QC issues but was relatively cheap and accomplished the task. He's been trying to find the Bronco of his youth but prices for one not rotted to the window sills are just crazy.

  19. 3 hours ago, Ian Beale said:

    UK and others at that time assessed road registration charges in steam horsepower style - number of cylinders and bore dimension.  Which is why a lit of UK cars of that era were very under-square at the cost of high piston speeds and bore wear. 

    'Zactly! another stupid tax scheme like taxing by the number of windows in your house.

  20. 7 hours ago, oleman said:

    I was introduced to the metric NUMBER system in 1959 in 8th grade math and have used it since.  Later in life I discovered that the deep thinkers in the French Revolution also had a 10 hour day, 10 day week and a 10 month year.  Since the calendar follows the earths clock that didn't last long.  The biggest oddity I know of is why is there a 5.5mm size bolt head or  TORX headed screws are in a class of their own. The shaft can be metric or SAE with the same head. T0 - Txx, 

    Around 1960 we were still multiplying and dividing fractions in our school. I wondered why when one can simply divide the numerator by the denominator and get decimals that are easy to deal with.

    For a long time I was as frustrated as anyone with the metric system in general and metric hardware in particular, but then once accepted it's really a superior system. If a company wants to sell world-wide they'd better adapt/adopt. we'll have a mix though for a long time.

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