Hey Charlie how bad was that compression ? Did it get tested hot or cold, as that can make a difference. Am sure your engineer knows his stuff, but for info Continental prescribe for any cylinder failing a compression test threshold, to firstly borescope inside for damage, then fly for at least 45 minutes, then retest compression whilst the engine is still hot.
Hi Charlie, before removing the cylinder, it may be worthwhile borescoping the cylinder.Removal is very invasive and should be a last resort. Also, was the compression test done hot or cold. A hot test will usually yield significantly higher compression numbers. Hoping for the best, Tim.
Really interesting video and a stunning aircraft you have there! It must be really interesting to fly with those canards and the additional pitch control. Does having those control surfaces right behind the prop make the pitch a lot more twitchy? I started my PPL training out of Dunkerswell earlier this year, hopefully I will see your plane around when you're back out flying in it again.
My thoughts while watching the video. Blog style comment The seat belts hate to say it. You put them on while the vehicle is in motion but always on private property also to be fair. Hmm 840 feet is quite low but density charts should be done so good advice. Canards that’s cool it decreases stall speed wonder if it affects max speed. Hmmm. Owner assisted seems like a good thing. Doh the compression. Hopefully the fuel leak isn’t a nightmare. Imagine that could be a nightmare removing panels etc. Take the kids to London!
Aircraft up grades are a minefield, especially the avionics, have seen some real howlers ! The first mistake is when people offer you the slide in radio replacement, the price is very attractive but how good is a new radio that operates using a thirty year wires ? Avionic equipment integration is another problem especially , I have seen very expensive panels that work poorly because those installing them don’t understand how to get the most out of the equipment and or the pilots requirements. Installing avionics properly so you get all the functionality is expensive and this is the place those offering the best prices save money……. But are you really saving money if half the functionality of a new system don’t work ? The one upgrade you should think about right now because you Mags are due overhaul is electronic ignition, I fitted the Electroair system and on a Lycoming O-360 am saving 1 USG / hour on fuel burn, with your engine 1.5 USG/hour is the likely saving along with better starting and smoother running. It’s all food for thought. Having played the aircraft upgrade game and ripped out a legacy panel out and gone full glass the best advice I could offer is don’t cheapskate, you will spend years regretting it and the result is you spend more in the long run.
Hey Charlie how bad was that compression ? Did it get tested hot or cold, as that can make a difference. Am sure your engineer knows his stuff, but for info Continental prescribe for any cylinder failing a compression test threshold, to firstly borescope inside for damage, then fly for at least 45 minutes, then retest compression whilst the engine is still hot.
Hi Charlie, before removing the cylinder, it may be worthwhile borescoping the cylinder.Removal is very invasive and should be a last resort. Also, was the compression test done hot or cold. A hot test will usually yield significantly higher compression numbers. Hoping for the best, Tim.
Really interesting video and a stunning aircraft you have there! It must be really interesting to fly with those canards and the additional pitch control. Does having those control surfaces right behind the prop make the pitch a lot more twitchy? I started my PPL training out of Dunkerswell earlier this year, hopefully I will see your plane around when you're back out flying in it again.
Thanks. Yes the pitch is x3 more sensitive than on a 182 without the canards.
Bloody tailwheels. Kittyhawk hangar is full of them. When I kept my plane there I used to describe it as tailwheel tetris.
Is that a wren 182?! Cool canards!
It’s a descendant of the Wren. It’s a Peterson STOL conversion. Link in the description to a video about the canards
My thoughts while watching the video. Blog style comment
The seat belts hate to say it. You put them on while the vehicle is in motion but always on private property also to be fair.
Hmm 840 feet is quite low but density charts should be done so good advice.
Canards that’s cool it decreases stall speed wonder if it affects max speed.
Hmmm. Owner assisted seems like a good thing. Doh the compression. Hopefully the fuel leak isn’t a nightmare. Imagine that could be a nightmare removing panels etc.
Take the kids to London!
Aircraft up grades are a minefield, especially the avionics, have seen some real howlers ! The first mistake is when people offer you the slide in radio replacement, the price is very attractive but how good is a new radio that operates using a thirty year wires ? Avionic equipment integration is another problem especially , I have seen very expensive panels that work poorly because those installing them don’t understand how to get the most out of the equipment and or the pilots requirements. Installing avionics properly so you get all the functionality is expensive and this is the place those offering the best prices save money……. But are you really saving money if half the functionality of a new system don’t work ? The one upgrade you should think about right now because you Mags are due overhaul is electronic ignition, I fitted the Electroair system and on a Lycoming O-360 am saving 1 USG / hour on fuel burn, with your engine 1.5 USG/hour is the likely saving along with better starting and smoother running. It’s all food for thought. Having played the aircraft upgrade game and ripped out a legacy panel out and gone full glass the best advice I could offer is don’t cheapskate, you will spend years regretting it and the result is you spend more in the long run.