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 Post subject: annual
PostPosted: Thu Sep 13, 2007 8:23 pm 
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At the end of next month my plane is due for it's annual. I don't expect it to be major rebuild, and I hope it is not. Mainly it will be swinging the gear, new main tires, finding some air leaks, and general inspection. If there is much interest I probably could take some photos and post them here. The 35 hour oil change and engine inspection was recently done, so there should not be much engine work. Any opinions?

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PostPosted: Thu Sep 13, 2007 9:56 pm 
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Bill, post some pictures!

The last Annual I helped out with was a 182...

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PostPosted: Thu Sep 13, 2007 10:11 pm 
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Don't find anything to post on my thread! :wink:

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PostPosted: Fri Sep 14, 2007 10:07 am 
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Bill, Do you help with the annual? How big of a problem are the air leaks? How quick does the compressor build up pressure before you can taxi? How long does the air charge last before it needs to be serviced if you park it for any lenght of time? how long does it take to do the annual? We need photos, we're all interested in what the insides look like. Please keep us updated.


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PostPosted: Sat Sep 15, 2007 12:43 am 
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Bill,

Please post.

Mac


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PostPosted: Sat Sep 15, 2007 8:18 am 
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Bill,

If you have time, it'd be great to see a photo essay on your annual!


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PostPosted: Sun Sep 16, 2007 7:49 am 
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Would love to see pictures of that Bill.

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 Post subject: annual
PostPosted: Sun Sep 16, 2007 10:29 am 
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b-29, I help with annual by mostly staying out of the way and writing a big check at the end. I'd really like participate in the annual more, but Ray's shop is in Ft. Collins and I live 100 air miles or about 250 road miles away. I had some engine training in Air Force, but nothing like this. There is a lot I know a little about. Ray Middleton is one of the most experienced and knowlegeable warbird people anywhere, especially on Spitfires. He has been doing it for 35 years or more. Tim Fries ( yes he likes them, especially with cheesburgers) has perhaps 15 years experience. He did most of the work on Eddie's Firefly and a lot on the Lone Star Hurricane. I would like to do more and really should learn more about some of the deeper details, mayhbe this year I will. It can cost anywhere from about $8k on up.

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 Post subject:
PostPosted: Sun Sep 16, 2007 10:55 pm 
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Are you telling us that your one of those guys that shouldn't have tools in their hands? :lol: Us mechanics can spot you a mile away.... We have a pilot that flies FIFI and he's one like that. I thought the price you pay for the annual is high until I realized I pay more in feed, and vet bills for the "war departments" (wife) horses.


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PostPosted: Mon Sep 17, 2007 2:00 am 
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Bill,
It is always good to see pictures of the TE308.
I would be very interested in pics of the "insides".
Please post if you have the time.
Bluedharma


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 Post subject: air
PostPosted: Mon Sep 17, 2007 9:44 pm 
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b-29, a minor air leak is not much of a problem. The compressor will build up pressure quickly when then engine is running at speed. If the plane is parked for a week, a leak may deplete the reservoir.The resevoir is 2 tanks about like small scuba tanks. You should have 100 lbs to taxi and 220 to take off. If starting at 0, it can take 5 or 10 minutes to build up if the engine is cold and you are only running idle rpm, once you go up to 1800 it builds quicker. There are factory specs for the system being air tight , but these days it is hard to keep it perfect. My plane is retrofitted with a shut off valve so I can isolate the system from the tanks when parked for extended time. I haven't had a problem with the tanks leaking, rather it is all the valves in the system. I just bought a new elctro pneumatic valve, but when I received it was something 24 volt from another type plane and had to be returned. So some of these parts are pretty scarce. The air controls brakes, flaps, supercharger shift to high, and fires the guns, so it is important. Only the landing gear is hydraulic. I guess the Brits used the air sytem because it avoids the fire danger of hydraulic fluid with combat damage, don't know for sure.

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 Post subject:
PostPosted: Thu Sep 20, 2007 10:50 am 
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Thanks for the info. If its any consolation, my Dad worked on Spit MkV's for a while in WWII and he had problems then, with the system. Good idea for the shut-off valve, just don't forget about it before flight!


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 Post subject: valve
PostPosted: Thu Sep 20, 2007 12:29 pm 
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b-29, ROGER THAT, especially after what happened with the C-45. I have a big red streamer that we hang out the side when the air is off. Before start when I set the parking brake I look at the air gauge. Still, it could happen. I don't recall any stories about the system beeing a problem in the war days. Remember, not only did they have new parts, but the planes would be started on the chocks and run up at first light so any problem would be found. Pressure woudl build up on run up or they could ground charge if needed. Also did not need to taxi around like at a modern US show or airport. It must have worked pretty well as they built 23,000 like this!Is you Dad still here.

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 Post subject:
PostPosted: Thu Sep 20, 2007 2:00 pm 
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He's still around at 87. New parts? One of his stories is they had an inspection from HM goverment and they wondered how they could keep the "in service" rate so high. "Well we have two Spits in the hangar that we take parts from to keep the others flying". HM reply, "You can't do that! Those parts belong to that particular aircraft!" My Dad did say that swapping airframe parts was difficult as they were more or less custom fitted, ie. cowling, fairings, etc. On the B-29 we have four "Remove Before Flight" flags I count before we go anywhere. Good practice!


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 Post subject: Pilot/mechanic
PostPosted: Fri Sep 21, 2007 12:45 am 
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B29,

I believe I had the pleasure of working with the pilot of FIFI you referred to when we were thrashing away on OL' 927 this spring. At least he is willing to help in any way other than mechanically! :P

Scott


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