Fooling hobbs, logging full time

Palmpilot said:
Couldn't you get an overspeed if you descend without pulling the throttle back? Not all descents occur at the end of a flight, and we should avoid abuse, e.g., exceeding POH limitations.
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You can yes, no one (not me anyway) is advocating for running full throttle in a descent, that's a great way to test your off airport landing skills.
 
Justin Brady said:
If I'm paying for a plane wet I have no responsibility to run it at peak efficiency, I see zero moral issues with running it at any fuel burn I'd like.
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The answer to the other age-old "How come we can't rent anything bigger/cooler/faster than a Skyhawk?"
 
Dan Thomas said:
We ran the flight school Lycomings at 2500 in cruise all the time. They all reached TBO, and all had compressions in the upper 70s when we changed them. Those engines, unless they have a time limit on full power (such as five minutes for takeoff and climb) are certified to produce full power their whole lives. Some of them do it, too, hauling parajumpers or towing gliders. The geared engines run at RPMs much higher than that, too. Some ops, like pipeline or powerline patrolling or fish spotting, run at high power levels for over 3000 hours on an engine.

Lycoming even tells you to run the thing at full throttle, redline RPM, in the break-in process SB.

Cessna wouldn't put cruise charts showing high power settings in their POH/AFM if it was going to wear the engine out sooner.
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The main reason your planes went to TBO was they were flown almost every day and even several times per day.

A lot of data showing the what kills an engine is to NOT be flown. You get corrosion, that leads to wear.
 
Pinecone said:
The main reason your planes went to TBO was they were flown almost every day and even several times per day.

A lot of data showing the what kills an engine is to NOT be flown. You get corrosion, that leads to wear.
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I have seen old engines that sat for years and were still fine inside. It's ground-running them "to circulate the oil" that drives moisture into the case and starts the corrosion. The engine manufacturers and rebuilders will tell you the same thing. Fly it or leave it alone. My old A-65 was built in 1946 and has less than 1400 hours total time on it. It did not suffer corrosion.
 
Something that I will never understand is owning a plane, and not flying it regularly.
For me a very very slow year is 150 hours.
 
Whitney said:
Something that I will never understand is owning a plane, and not flying it regularly.
For me a very very slow year is 150 hours.
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Complete drift, but I've never understood owning a plane, letting it rot out of annual in a hangar, and be unwilling to sell it because they're "gonna get back into it". I inquired about a Cherokee 160 with 40smoh...from 1995. Owner lost their medical. Ramp rats kill me.
 
Whitney said:
Something that I will never understand is owning a plane, and not flying it regularly.
For me a very very slow year is 150 hours.
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I bought my plane to travel. I don't have that much extra time or money to blow $1000-$2000 3 out of 4 weekends a month, every month by the time I figure in hotels, ubers or rental cars, fbo fees, restaurants, on top of $100/hr in fuel alone now.
 
I don't get to fly nearly as much as I would like, but at least once a week we gotta go and get high ... :dunno:
 
Today was an easy day, just 2.3 tach hours, tomorrow will be a longer leg of this trip, and Wednesday the longest leg of the 3 days in a row. Next Monday will be the return trip.
 
Racerx said:
Complete drift, but I've never understood owning a plane, letting it rot out of annual in a hangar, and be unwilling to sell it because they're "gonna get back into it". I inquired about a Cherokee 160 with 40smoh...from 1995. Owner lost their medical. Ramp rats kill me.
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Ask abut a partnership. :)

A buddy was in a 3 person Cherokee 180. Both others lost their medicals, but did not want to sell their 1/3. So he had the plane to to himself, with all the bills, except fuel, split 3 ways.
 
PaulS said:
They are probably being catfished.
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I searched what that means.
To even be catfished, someone has to reach out to make contact with someone else, and in hopes of gaining something.
Neither of which is true, so you may wish to try again.
 
Catfished colloquially refers to someone pretending to be someone else on the internet, such as a fat dude in mom's basement using a woman's photo as his profile pic.
Doesn't necessarily have to go full term and meet in person :D

Boys are mean to girls when flirting, the internet is the same as elementary school :D
 
Whitney said:
I searched what that means.
To even be catfished, someone has to reach out to make contact with someone else, and in hopes of gaining something.
Neither of which is true, so you may wish to try again.
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Just making a joke Whitney, it was a low hanging curve ball shmookeeg served up, more directed at the so called "flirters" even if it didn't come off that way. For the record you seem very real to me. Didn't mean to offend, welcome to POA.
 
Whitney said:
Today was an easy day, just 2.3 tach hours, tomorrow will be a longer leg of this trip, and Wednesday the longest leg of the 3 days in a row. Next Monday will be the return trip.
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Where are you flying to? You said yesterday that you were nursing some injuries and were going stir crazy sitting around your house…
 
Stewart yesterday, stayed at my friend's place, we left early this morning, and are in Whitehorse now.

Yes, farm work can be strenuous, so doing so injured is not easy. There is paperwork to do, but not enough to fill up my days.
 
Pinecone said:
Ask abut a partnership. :)

A buddy was in a 3 person Cherokee 180. Both others lost their medicals, but did not want to sell their 1/3. So he had the plane to to himself, with all the bills, except fuel, split 3 ways.
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I ended up buying a 180.
 
I assume the OP is a troll, but it reminded me of a story from maybe around 20 years ago.

Was chatting with someone, and the topic of flying came up. He had his multi-engine, but as can be expected, they were expensive to fly. He described how the Hobbs ran off of only one engine, so once up at altitude, he'd shut down the engine the Hobbs ran off of. Said he saved a bunch of money, with the only penalty being a really sore leg after standing on the rudder pedal for a long cross country flight.

Don't have any experience in twins, does this sound right for your typical twin piston aircraft? At the time, I just nodded my head and tried to make my way out of the conversation.
 
PaulS said:
Just making a joke Whitney, it was a low hanging curve ball shmookeeg served up, more directed at the so called "flirters" even if it didn't come off that way. For the record you seem very real to me. Didn't mean to offend, welcome to POA.
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That was more like he put the ball on the tee and said swing away
 
fasteddie said:
I assume the OP is a troll, but it reminded me of a story from maybe around 20 years ago.

Was chatting with someone, and the topic of flying came up. He had his multi-engine, but as can be expected, they were expensive to fly. He described how the Hobbs ran off of only one engine, so once up at altitude, he'd shut down the engine the Hobbs ran off of. Said he saved a bunch of money, with the only penalty being a really sore leg after standing on the rudder pedal for a long cross country flight.

Don't have any experience in twins, does this sound right for your typical twin piston aircraft? At the time, I just nodded my head and tried to make my way out of the conversation.
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I mean I would use rudder trim and avoid the sore leg. I do not know if all twins have it but I would think a majority do.

Otherwise I would say plausible, particularly when ME time was coveted and expensive.
 
fasteddie said:
I assume the OP is a troll, but it reminded me of a story from maybe around 20 years ago.

Was chatting with someone, and the topic of flying came up. He had his multi-engine, but as can be expected, they were expensive to fly. He described how the Hobbs ran off of only one engine, so once up at altitude, he'd shut down the engine the Hobbs ran off of. Said he saved a bunch of money, with the only penalty being a really sore leg after standing on the rudder pedal for a long cross country flight.

Don't have any experience in twins, does this sound right for your typical twin piston aircraft? At the time, I just nodded my head and tried to make my way out of the conversation.
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The piston twins that I’m aware of the Hobbs trigger had it tied to gear retraction, but it could be most anything.
 
fasteddie said:
I assume the OP is a troll, but it reminded me of a story from maybe around 20 years ago.

Was chatting with someone, and the topic of flying came up. He had his multi-engine, but as can be expected, they were expensive to fly. He described how the Hobbs ran off of only one engine, so once up at altitude, he'd shut down the engine the Hobbs ran off of. Said he saved a bunch of money, with the only penalty being a really sore leg after standing on the rudder pedal for a long cross country flight.

Don't have any experience in twins, does this sound right for your typical twin piston aircraft? At the time, I just nodded my head and tried to make my way out of the conversation.
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Mechanic, CFIs, and owner didn’t notice a growing differential between L & R tach? If true, meh
 
MauleSkinner said:
The piston twins that I’m aware of the Hobbs trigger had it tied to gear retraction, but it could be most anything.
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That works with retractables; the Hobbs can run off the squat switch.

The oil-pressure fired Hobbs tracks flight time, the hours a pilot can record in his logbook and what the FBO might charge for the airplane. The squat-switch triggered Hobbs tracks air time, the hours that count against the engine, its components, the airframe, and ADs.
 
I don't believe any twin I've flown had tachs with hour meters on them. Most had.dual-needle tachs anyway. All had a Hobbs meter, typically tied to the squat switch, for time-in-service recording when the airplane was airborne.

Jackk said:
Mechanic, CFIs, and owner didn’t notice a growing differential between L & R tach? If true, meh
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