I once was working on a Hawker700 at a remote airport. There was no GPU in the hangar, so the mechanic says "we'll just fire up the APU". So he did. 30 seconds later we could barely breathe and he shut it down.

I have thought about this as well (backing up), too scared at this point though.

However, If the hangar is fairly clean/empty what is the real risk of throwing up foreign material into the engine?

Have you actually done this or are you being tongue in the cheek?

Hilgard

Mike

The hangar is 80x120 feet, not really that big. I could only turn the 421 around in it while completely empty, so that did not last long. However with the P210 it was standard practice to drive into the hangar and turn around.

Hilgard

[quote="Thomas Bienz"
Just use reverse and back that Mits out of the hangar!
Obviously, that will only work if the hangar is otherwise empty.
I have a lot of snow where I live and the taxiway is often pretty deep such that using the tug is challenging to get the plane back into the hangar. So I also have a garage door opener and taxi into my hangar at the end of a flight.[/quote]

I used to taxi into the hangar back when I first built it and there was very little stored inside. Like you, I did it when the ramp was icy. My tug worked outside with chains but the chains didn’t work inside

you guys must have the most sterile hangars in existence. My hangar, like every other I've ever seen, has many things and in-process projects scattered around it's periphery. I get aggravated when my hangar neighbor doesn't get his plane turned a full 90-deg to the building before starting up.

I once saw a guy with a CJ taxi up to his hangar and hit the garage door opener, and both sides opened - he had a hangar with two doors, one on each side, so he could taxi in and out. I thought that was pretty cool.

I have a bare hangar at Addison so I hopefully will be able to do the with the PIAGGIO. The props being on back will be helpful as well.

There is/was a G-IV which did that in Reno

For those interested, I finally got the invoice back for the engine repair. ~60k

Not great but not terrible either. I am confident this engine will give us another 1700 hours before its next HOT section.

For the accountant types, I updated the threat title.

Thanks Hilgard!

Did that include any the removal installation costs too?
Agree 60 seems not terrible

No that is separate and includes shipping, from memory around 10k.

Looks like I applied the first rule of enjoyable aircraft ownership, which is....











Don't count the cost.

Hilgard

Looks like fuel control, compressor seal and gaskets. What did they say failed?

A SOAP kit (oil sample) costs $1025?

I think it has a filter in the kit, but still, that seems excessive. I recall being annoyed when they were $400/each.

Mike C.

Initial inspection and test run only showed an oil leak from the compressor seal, Brian however was not sure that caused the engine surge and he could not duplicate it on the test stand. Therefore we sent out the components (FCU, prop gov and torque sensor) to be bench checked. I probably could have skipped that and just let him replace the compressor seal, Brian suggested that as an option. However I did not want to "roll the dice" and end back with an engine removal if the same thing happened in a few hours.

The report from Ohio was that the FCU failed the bench check, overhauling the unit would not be much more than repair, thus I opted for the OH.

Hilgard

A SOAP kit (oil sample) costs $1025?

I think it has a filter in the kit, but still, that seems excessive. I recall being annoyed when they were $400/each.

Mike C.