marksires

Yes, for turbulence, heavier is better.  G forces is all about acceleration, and heavier means more inertia and acceleration is slower.  The way I think about it my dog grabbing a rat and shaking it (light - head accelerates, neck snaps) versus grabbing a big groundhog and shaking it (heavy, can't accelerate it as fast, neck doesn't snap, dog gets bit and runs away whining).  Same dog, same force used to shake, but heavier has less damage.

Mark

Looking at the 10 day weather guesser, it looks like Oshkosh may be kind to you Alaska guys this year - highs in the low 70's, lows in the mid 50's.  I better make sure my campers propane bottles are full, looks like I'll need heat! 

Mark

An acquaintance of mine was killed on July 4th by a drunk driver while riding his motor scooter.  Life isn't safe, live it while you can!

Mark

You can maintain the O-200, but if you do then it loses it's 'certified' status.  For the Phase I requirements, it is then just like any other experimental engine and will require 40 hours of Phase I testing.

Mark

Airworthiness and registration are two different things.  The N number was deregistered and used on another airplane, no big deal.  If the original airworthiness certificate and operating limits are still around, you can reregister the plane with a new N number, no inspection required.  If you change the engine, you will need to check the op limits, it might require you to notify the FSDO and go back to Phase I for a period of time.  Usually it is 5 hours in the recent op limits, but older op limits weren't very standardized.

Mark

If the airplane is still registered, then you'll need to get it deregistered as 'salvage'.  Then, as you rebuild, you'll need to document everything you do to prove to the FAA that you built 51% of what the aircraft ends up being, then get another complete airworthiness inspection, fly off the 25 or 40 hours of phase 1 testing (depending on what engine you put in).  Then you can get the repairmans certificate.

If it is still registered, I'd just rebuild it under the original registration, notify the FSDO of a 'major change' since you are putting a different engine in.  Then you don't need another airworthiness inspection, and you'll only have 5 hours of restricted flying to test the new engine.  You won't be able to get the repairmans certificate, but that just means you can't do the annual condition inspection, you'll have to find an A&P to do that every year.  Note that an IA is not required, any A&P can do the condition inspection.  You can still do all the work on the airplane except the condition inspection.

Of course, that assumes you have the logs, the original airworthiness documents, and the operating limitations attached to the airworthiness documents. If not, then salvage and rebuild as a new airplane is the only option.

Mark

And since you'll have your motorcycle, there is also the option of the restaurants around town.  we usually leave the show around 3:30pm, get a shower, then head for a restaurant for supper, which gets us there before the crowds.  After about 5:30pm, the restaurants are packed, before that, you may have the place to yourself.

Mark

Welcome. I hauled my model c/d from california to illinois, but in a covered trailer. Good luck on the build and ask questions here. The answers will let you know all the ways to not do something. )

Mark

Interesting. My turtledeck is two piece. It is split front to back, and has cam locs to attach the two pieces together diwn the center and at the sides.

Mark,

      Were you my Physics Professor?  I forgot his name, along with all the "good stuff" he thought he taught us! 

EdMO

Wait, were you the one I had to keep sitting in the corner with the isosceles cone on your head???  

Not much to debate.  If you take a 13psi cap into outer space (vacuum), put it on the radiator (which also has vacuum in it in space), then start pumping air into the radiator, when the radiator pressure exceeds 13psi, the cap will pop.  Or, if you put the cap on the radiator at sea level (14.7 psi) and start taking it up in the atmosphere, when the ambient pressure drops below 1.7psi, the cap will pop.  When the pressure on the inside of the radiator is 13psi more than the pressure on the outside of the radiator, the cap pops.  It doesn't care why the difference developed, just that it is.

Even more fun, take the radiator to the bottom of the deepest ocean (about 25,000 feet or a rough 12,250 psi pressure), then put the cap on.  As you raise it back to sea level, what happens?  Absolutely nothing.  Water is uncompressible, and the radiator would have been full of water at 25,000 feet.  Since the water wasn't compressed, no pressure difference occurs.  Of course, if you put the cap on an empty radiator at sea level, and then sank it to the bottom, you'd bring back up a small, flat radiator that wouldn't hold much water.  

Mark

Question:   Since the sea-level air pressure on everything is 14.7 psi, then is a 13 psi cap really a 27.7 pressure, because 13 psi could not overcome outside air pressure?

EDMO

Nope. The air pressure is constant on both sides of the cap.  If you want to be technical, it is a 13psi differential cap.

Mark

Monster Cub - I love it. Great for crushing other planes that taxi too slow!

damn, the world pole dancing champs really is something to watch.. there is some serious talent and strngth in proper pole dancing.. Wonder if they need full time judges, I volunteer

 

 

 

Sorry Leni, I looked them up, and they are in New Orleans - way to hot for you! )  I'll have to substitute for you!

Now we know Putins real motivation for invading!

Mark

I did my IFR rating in Florida. My long cross country was just awful. Had to go to Key West..... ) South from KPIE to the VOR at Ft. Myers, turn right to pick up the correct radial, then fly for about 2 hours over open water. It was hazy, and the instructor was debating calling it actual IFR since there really wasn't a horizon to reference.

Mark

Don't worry too much about the hollywood representation. Not everyone in the lower 48 believes there is much reality in a 'reality' show. Those that do probably voted for Obama......

Mark

Works for me too.  I'll wander out to the seaplane base to drool a bit, but if we have it on the main campgrounds I'll be more likely to hang around.  Let me know if you need anything.  You can find me by looking for this:

Yes, there is a place for all of us, thankfully.  Maybe I'm just practicing for the afterlife, but I'm happier hot.  Two years ago we were flying young eagles on July 3rd in Pittsfield, IL.  We were in the middle of a heat wave, and the high that day was 104.  I don't know what the humidity was, probably lower than normal because it had been hot and dry for several weeks.  I wasn't flying that day, so I ran the gate to the tarmac.  I had on my shorts, sandals, tropical shirt, and a wide brimmed hat.  I kept a bottle of water with me, and had slathered on a good dose of sunscreen.  I stood at the gate letting kids and parents in and out for about 3 hours, and was perfectly comfortable.  I'm sure you Alaska guys would have spontaneously combusted right there

That phrase 'you can always put on more clothes' isn't true either.  I've had on so darn many clothes I almost couldn't move, and still felt like I was freezing to death. Any more and I probably would have, since I wouldn't have been able to move and generate some heat. 

That said, I'm glad you guys like Alaska.  It makes more room for me where I like to be, and I like to watch the shows about it on Discovery.  While I'm sitting near the beach, with shorts, flip flops, and a drink in hand of course   .

Mark

Leonard,

There is a reason you live in Alaska, and there is a reason I don't.  You like it cold, I like it hot, you like it dry, I like it humid.  Traffic, I completely agree.  I don't live in Houston, but I'd rather live there than Alaska.  We had 18 below actual this year, and I hated it.  If I'm a little chilly in a tropical shirt, shorts, and flip flops, it's too d*** cold for me!  Much below 80 and I'm unhappy.  Anything below 40% humidity, and I have to start slathering on lotion or I'll itch terribly and shed like a snake.

Mark

If you decide to go with a new registration, keep very good logs of your build activities.  You have to prove to the FAA you built 51% of the airplane yourself to get the repairman certificate.  Golden rule of dealing with any government agency, 'If it isn't documented, it didn't happen'.

Mark

Ah, I see in your signature it has an SLSA registration. Those qualify according to 14 CFR 21.191(i)(3).

http://www.ecfr.gov/cgi-bin/text-idx?SID=69176a49960c15a4529d1337f237d734&node=14:1.0.1.3.9.8.11.14&rgn=div8

Mark

If it is currently registered as an LSA, it can't be reregistered as an ELSA.

Mark

Kenneth,

There was a noticeable improvement.  It went from barely holding at 3000rpm  to about 4000rpm, still short of runup rpms.  I made new pedals, and switch to the shorter MC4GH cylinders to get the Matco recommend 2.5x1 mechanical advantage, and now I can hold it at full throttle.  If I ever get back out to the hangar, I'll take pictures of the new pedals, they are pretty simple to do if you switch to the shorter cylinders.

Mark

Mark,

      Thanks for the offer - Luke just sold me a set of the MC3's to match the set on ebay.

ED

Glad you found what you were looking for! These are just sitting on my workbench at the hangar, would have offered them earlier if I knew you needed them. It would have been a good excuse to venture through the STL class B in the cherokee )

Mark