The Big Boer Bonanza

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Starter motors are not rated for continuous duty operation! If you walk out to the airplane and discover that the battery is dead perhaps because the battery switch was left on , resist the temptation to hook up a battery cart or APU for starting. If you go flying with a dead battery, one of two things may happen: The only good solution for a dead battery is to hook it to a battery charger and then go have a leisurely breakfast or lunch while it charges for an hour or two.

Once the engine starts, check the ammeter for excessive charging current, and check the voltmeter if you have one for proper bus voltage 14 or 28 volts before turning on any of your expensive avionics. If the ammeter is showing an excessive charge or the bus voltage is low, you might have a stuck starter contactor or a shorted battery. In either case, you want to shut down and call a mechanic. One the engines are running and it's time to taxi out, perhaps the most common mistake I see pilots make is failing to lean the engine properly.

The Continental fuel-injection system is set up with a very rich idle mixture in order to facilitate cold starts.

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Taxiing with the mixture full-rich is like driving a car with the choke on This often results in fouled plugs, contaminated exhaust valves, and fuel dilution of the oil film on the cylinder walls. As soon as the engine starts to warm up less than a minute after start in temperate weather, perhaps a couple of minutes if it's really cold , you should lean the engines for taxi.

Retard the mixture control until the engine starts to stumble, then enrichen a bit for smooth idle. You cannot hurt the engine by leaning it at these power settings Another common taxi mistake I often see is carrying too much power and riding the brakes to control taxi speed. This is especially common in twins, because with two engines running they have considerable idle thrust. This is especially important if you're taxiing downwind which is normally the case if you think about it or taxiing on a downgrade.

Incidentally, big-bore Continentals are supposed to idle smoothly at RPM, and they will if everything is properly adjusted. If your engine runs rough at low RPMs, something's wrong. Ask your mechanic to check your low unmetered fuel pressure, idle mixture, and magneto timing. In twins, I recommend checking each magneto individually rather than two at a time. You're looking for a significant RPM drop as each mag is shut off, and the drops should be approximately the same within 50 RPM for the right and left mag. Incidentally, a too-small mag drop say, less than 50 RPM is as bad or worse as a too-big mag drop say, more than RPM.

And zero mag drop usually means you have a broken P-lead and a dangerous "hot mag" condition, which you'll want to get fixed ASAP. My preference is to leave the mixture leaned for idle when I do my runup.

Stud Bucks

Others prefer to go full-rich for runup, and then re-lean for idle if there's a delay. In cold weather, make sure the engine is fully warmed up before you take off. Oil temperature and CHT should both be well into the green and stabilized. You'll damage your cylinders if you apply takeoff power while they're too cold. And if you're turbocharged, the wastegate actuator and controller won't work worth a damn if the oil is too cold.

Takeoff is an especially hazardous phase of flight, and that goes double if you're flying a piston twin. My first step in every takeoff is to recite what I call my "killer items" checklist. It's a short memorized list of items that could to kill me if I get them wrong. In my airplane a Cessna TR , they include: The same is true for the use of takeoff flaps. In general, I prefer not to use takeoff flaps in twins because I don't want the airplane to get "light on its feet" before reaching Vmc. In most singles, however, I prefer to use takeoff flaps if they are authorized by the POH.

Having completed the pre-takeoff checklist, it's time to pour on the coals. This is a very significant thermal event for the powerplant, which goes from idle power to maximum rated power in a matter of seconds. For optimum engine longevity, we want to minimize the gradient of this thermal event by throttling up as slowly as possible. However, we are constrained in how long we can take to do this by the length of the available runway. The purpose of this exercise is to "buy time" without consuming runway.

If the runway is relatively long, I'll try to advance the throttles just fast enough to reach full takeoff power as the airplane achieves rotation speed. If the runway is shorter, I'll throttle up faster. The takeoff roll is a very busy time in terms of pilot workload. Primary focus should be looking out the windshield and tracking the centerline. But it's also necessary to scan the flight instruments and engine instruments briefly as the takeoff roll progresses.

Fairly early in the roll, I look for the airspeed needle to come off the peg, at which point I make a verbal "airspeed alive" call to myself. In a turbo, I check the manifold pressure to make sure there's no overboost. Finally, just prior to rotation, I make another full scan of the engine gauges MP, RPM, fuel flow, oil pressure, oil temperature, and CHT to make absolutely sure everything's okay before committing the airplane to fly. I believe that it's very important to perform every takeoff with a mind-set that is "spring-loaded to abort. Most pilots don't practice rejected takeoffs RTOs very often, if ever.

We do a lot of them in the simulator when I train at FlightSafety or Simcom. If you don't do simulator-based recurrent training, then make sure your CFI has you abort a takeoff of two during your flight review or instrument proficiency check. Turbine pilots are taught that its usually safer to take off with a problem than to try to abort and run the risk of running off the end of the runway.

Once the gear is up and the airplane is climbing through pattern altitude 1,' AGL , it's time to reduce to cruise-climb power. In a normally aspirated airplane, it's acceptable to remain at full-throttle and to let Mother Nature do the job; in a turbo, the pilot has to make the power reduction. In many aircraft including most Cessna singles and twins , this occurs at top-of-the-green manifold pressure and top-of-the-green RPM.

Don't fixate on the engine gauges while making this power reduction, especially in IMC. Learn to do it mostly by feel and sound, with just occasional quick glances at the power instruments. Once the power reduction has been made, its time to lean the engine for climb. Some airplanes have a recommended cruise-climb fuel flow marked on the face of the fuel flow gauge e.

If yours doesn't, look up the correct fuel flow in the POH and mark it on the gauge or put it on a placard next to the gauge. If your primary CFI taught you not to lean below 5, feet, please purge that idea from your cortex right now. You should be leaned for climb, cruise, descent, landing, and taxi. The only time you should be full-rich is for start, takeoff, and go-around. In a normally-aspirated airplane, you'll have to add throttle every 1, feet or so to maintain cruise-climb power.

With a turbo, the automatic wastegate system should hold your manifold pressure more-or-less constant as the aircraft climbs. Some fall-off is normal, however, especially if you use single-weight oil.

Operating Tips for Big-Bore Continentals

So check the MP occasionally and re-tweak the throttles as necessary. Cooling can be a problem when climbing out in very hot weather or to high altitudes where indicated airspeed is low and the engines get less cooling , and that goes double for turbocharged airplanes. If you notice your CHTs getting warmer than this, the best way to bring them down is by trimming nose-down to trade reduced rate-of-climb for increased airspeed.

Cowl flaps aren't terribly effective at low airspeeds, particularly at high altitudes. Enrichening the mixture can help bring down CHTs, but at the expense of contaminating the engine with unburned byproducts of combustion. Increasing climb airspeed is usually your best bet.

Upon reaching cruise altitude, level off by rolling in nose-down trim or engaging altitude-hold on the autopilot. Don't be in a hurry to reduce power Close the cowl flaps if they were open during the climb. In addition to saving fuel, you'll be operating with cleaner combustion and that will pay dividends in engine longevity. If your engine will run smoothly at bottom-of-the-green RPM and top-of-the-green MP, that's an excellent place to operate them for cruise. If your engines don't feel smooth at bottom-of-the-green RPM, experiment to find the lowest RPM at which they do feel smooth, and cruise at that.

If you're flying a turbo and climbing up to the Flight Levels, you'll probably find that you can't use bottom-of-the-green RPM without "bootstrapping" a condition where the wastegate is completely closed, the turbocharging system is operating unregulated, and significant MP excursions become evident in flight. If you still have difficulty stabilizing MP at high altitudes, you may have an induction or exhaust leak or some other engine problem. The best way to diagnose this is to perform a "critical altitude check" as outlined in the service manual.

Critical altitude for a turbocharged airplane is the maximum altitude at which the engines can develop full takeoff power.

For my TR, that's supposed to be 16,'; for a T or or , it's 20,'. If you can't get full takeoff power at the airplane's rated critical altitude, then you have a problem that needs to be found and fixed. Another high-altitude problem is that you may exceed the turbocharger's turbine inlet temperature TIT limit before reaching peak EGT. If your TIT is higher than that, you can either reduce cruise power or run richer; I'd recommend the former.

If an engine suddenly starts running rough at Flight Level altitudes, you may be experiencing high-altitude misfire. Try descending a few thousand feet. If the problem goes away, the diagnosis is confirmed.

Clovis, New Mexico

Those simple steps almost always cure the problem. One more comment about in-flight engine trouble: If you experience a sudden unexplained loss of manifold pressure in a turbocharged airplane, it might be an indication of an exhaust system failure and should be grounds for making an immediate precautionary landing at the nearest airport. In a turbocharged twin, you should also give serious consideration to doing a precautionary engine shutdown. As you approach your destination, your engine needs to be cooled down gently for maximum longevity.

This is especially important if you're flying a turbocharged aircraft. The key is proper descent planning and temperature management. For most high-performance singles and twins that cruise in the knot range, you can figure your descent airspeed will be about 4 NM per minute, and the maximum comfortable descent rate is about FPM. Consequently, if you have X thousand feet to descend, you should start down about X minutes or 4X miles out from the traffic pattern or approach gate.

The "approach gate" is an imaginary point about two miles outside of the FAF on an instrument approach at which the airplane should be stabilized in approach configuration. I wish we would have pulled her out sooner because she would be in the show ring, she is so wide in every direction the pictures do not do her justice. Don't miss out on her Saturday on DV Auction if you can be there in person.

If you have any questions please feel free to contact us. You can veiw catalog by going to winnerscirclesale. This young lady has wonderful skeletal dimension wide top with a wide level hip and carries the femineity that grabs your attention. If you have any other questions feel free to contact us. What can you say about Beauty other than she is a great mother, great bloodlines! This is one that is hard to sell with this combo about ready to hit the ground on If you have any questions feel free to contact us.

This girl is is a little powerhouse, this is a Go Dog Go daughter over LK7 Beauty Marks Devils full sister she was in out keeper pen our loss your gain. Do not miss out on this combo this was a great one, the pictures do not do her justice so make sure to check out the video below. If you have any questions please contact us.. Auctioneer is Blake mcDaniel. Narrator will be Jason Brashear. If you go to winnerscircle. We want to thank all of the bidders and buyers for coming and or watching online. Also a big thanks to logan king family and Brian Sharp family for inviting us to this sale.

To all of the consignors it was great to meet all if you and thank you for everything. To help you out and see where there are cosigners that will be able to help haul goats this map will give you a reference on locations across the United States, Hauling fees will be up to each individual farm. And if you have any other questions feel free to PM this page. Please like and share to help others out.

Charm was in our keeper pen, and she was going to be in our donor program. Now she can be in yours, she is exposed on Sept. She was not shown due to we had others the same age hiting the ring. Our loss your gain. LK7 Bandit matches the rest of our bucks big top, big hip, big bone, and big butt.

We have shown bandit this year he comes with 14 ABGA points and is show correct, the pics do not do him justice. He's pedigree comes loaded. If you have any questions feel free to contact us on our facebook page Lucky 7 Farms Boer Goats. This sale will have DV Auction there, and you will be able to call into bid as well.

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