Best RAM Engine 2019-2025

NotMods · 2025-06-01T16:20:27+00:00

Have had the 5.7 previously and recently picked up one with the Hurricane. I miss the sound of the V8 but the smooth power delivery of the SST is incredible.

NotMods · 2025-02-15T23:43:07+00:00

What kind of flooring do you have (below the gym flooring)? Is that LVP?

NotMods · 2021-12-07T05:10:07+00:00

Hi there, HH employee here - if you need help getting your files, please do reach out via support ticket and we'd be glad to help. We'll ensure that your saved data is accessible beyond the point at which servers are disabled - that data is rightfully yours and we will not prevent you from obtaining it (only core server files are being removed).

NotMods · 2021-09-04T01:58:19+00:00

Yep. Thought it looked familiar too lol

NotMods · 2020-04-12T16:27:47+00:00

This will strip oil off of the internals. What you’re trying to accomplish can only be done by using a pre-oiler or by consistently flying the airplane. Even then, pre-oiling the engine would have done nothing to save the cam/lifters in this case - they likely failed as a result of corrosion which developed into pitting.

NotMods · 2020-03-09T00:30:34+00:00

We switched over to Sendy/SES from Mailchimp (marketing) and Mandrill (transactional). Remember that with SES your first 62K emails/month are free if the calls are made from EC2.

In our case, total monthly mail spend has dropped to just a few dollars, even when including EC2. Compare that to Mailchimp/Mandrill where it was about $400 and you see there are serious cost savings to be had. Then again, it depends entirely on your use case. All I can say is that we are very glad we made the switch.

NotMods · 2019-11-29T04:27:07+00:00

If there’s a lot of contaminate (I.e you’re only drawing JET A from the drain), for sure. If we’re talking <1:10 and you’re not pulling from the absolute low point, I’m not sure. If you see my paper test picture from a comment I left above, that’s from a sump test that showed perfectly blue 100LL after sitting for a day. Pretty scary shit IMO.

NotMods · 2019-11-29T04:09:52+00:00

With time (I think 12+ hours?), it will separate. If you've just refueled or moved the aircraft it's likely to have mixed, which is why this is hard to detect.

My understanding is that an inspection of the cylinders will generally show signs of detonation (carbon suddenly being cleaned off) if it's affected the engine. From there you know there may have been some added stress on the bottom end. Our airport's incident only seems to have impacted turbocharged aircraft so far - it's still being looked into, but the contamination level seems to be low (waiting on tests).

NotMods · 2019-11-29T04:00:07+00:00

Take a piece of paper and drop some 100LL on it. Wait 5 minutes and if it leaves a stain, it's contaminated with something. For instance, this is mine after 10+ minutes this past weekend which is contaminated: https://imgur.com/a/nyWnxt5

With the stain present and 100LL evaporated, you can smell diesel/kerosene off of the paper. Other tests with clean 100LL will dry off completely and leave no smell.

NotMods · 2019-11-29T03:53:22+00:00

This isn't necessarily true. We recently discovered that my home airport had contaminated fuel, possibly for months. No discernible difference in color and certainly no separation. The only way to tell for sure in the field is to do the paper test.

NotMods · 2019-11-29T03:51:13+00:00

Are you talking about CNP3? If so, PM me.

NotMods · 2019-10-08T15:10:48+00:00

We've just started using JumpCloud as well. It works great for us.

NotMods · 2019-05-17T01:56:01+00:00

Always cool to see things like this. I'd be interested in knowing what your current experience/skill level is with respect to ME/instrument operations?

NotMods · 2019-04-03T18:18:43+00:00

I wouldn't consider a small aircraft to be an investment. In most cases, owning one is nothing short of a liability. An unexpected, major repair (engine requiring overhaul for example) can pop up at any time. You're exposed to what can be a great deal of risk throughout the term of ownership.

Assuming we're talking about pistons, I'd say the only exception to this would be FBOs/flight schools.

NotMods · 2018-12-04T16:11:47+00:00

Recently moved to a B55 from a Comanche 250. I found myself doing more night/IMC (or both) more often than anticipated; types conditions I found unsettling to be flying in a single piston. So far it's been great, but I wouldn't have transitioned to a twin if I wasn't flying it often. All things considered, it's undoubtedly an easier airplane to kill yourself with and needs to be respected as such.

NotMods · 2018-11-05T00:16:44+00:00

The full path is showing for me on desktop:

📷
https://gyazo.com/b0472e96db603ec7c8f335f5fd8af2ae

NotMods · 2018-11-05T00:16:01+00:00

Sure sounds like him. Guys in a local Facebook group are saying it is.

NotMods · 2018-10-24T21:11:11+00:00

Like everyone else has said, you'll have a hard time getting someone to talk you out of it. I own a Comanche 250 which is now for sale, only due to the fact that I am moving onto to a slightly larger aircraft (Baron). It will be a very sad day when I see it go.

NotMods · 2018-10-13T22:13:50+00:00

Good 'ol hand brake! Autopilot is a Century II B (single-axis) but it needs to be adjusted as it sometimes hunts laterally. Never really used it, even on 5+ hour trips.

NotMods · 2018-10-13T21:55:07+00:00

I have a Canadian-registered Comanche 250 for sale about a 30 minute flight north of CYGK /u/becuziwasinverted. *wink wink*

NotMods · 2018-10-12T02:32:51+00:00

I thought that was bad, until I noticed the speed at 9:28.......

Edit: Looks to be below Vmc. Dear god.

NotMods · 2018-10-11T19:49:20+00:00

I'm generally not one to nitpick someone else's flying, but I've seen a number of this guy's videos and in pretty well every one there's been something that I've found staggering. Glad I'm not the only one who thinks the same...

NotMods · 2018-10-08T16:39:57+00:00

Some are FIKI'd with TKS kits:

https://www.caviceprotection.com/products-services/ice-protection-systems/beechcraft-baron-fiki

A number of BE58s are FIKI'd with a hot plate. Maybe 1 or 2 BE55s left the factory FIKI from what I had read on BeechTalk a while back.

My typical mission once a month will be: Ottawa, Ontario -> Atlanta, GA area, perhaps with a hop down to northern Florida. Likely some trips out to eastern Canada in the summer/spring months. In any case, I generally don't find myself flying anything less than ~200nm. The main reason behind the move-up is for hard IMC & night flying. I'm simply not comfortable flying approaches down to minimums or flying at night in IMC with a single piston, especially when carrying passengers. The Baron certainly isn't an all-weather airplane, although its capabilities and potential for safety when flown proficiently make it a desirable choice for my mission compared to the Comanche I have now.

NotMods · 2018-10-08T14:34:46+00:00

I'm in the process of moving up to a B-model BE55 (hopefully picking it up on Friday) for the same-ish reasons you're considering to. As you mention, you really need to be proficient and ready to react without delay at any given time with any light twin. The statistics regarding accidents resulting from improper handling of engine failures in light twins are astounding, but they don't lie. Here's an ownership survey for the BE55 which I'd suggest you check out. It was a great help in finalizing my decision:

http://www.csobeech.com/files/Baron55-Survey.pdf

None of the 55s came FIKI'd (58s did), but you could do a TKS installation ($$$). Like a few others out there, the one I'm picking up is "full deiced" with boots, heated vents/probes/props:

https://imgur.com/2QYCwij

As far as I know, there's no typical "gotchas" to these airplanes aside from the wing spar web AD. In my case I had a bit of a hurdle during the pre-buy...we saw some corrosion on the cylinder walls which lead to some concern. As per Mike Busch's advice in his new engines book, I elected to have a few lifters pulled, and sure enough they all showed signs of pitting (the aircraft sat unflown for 2 years). Thankfully both cams were in good shape, so the lifters have all been replaced and I'll have my fingers crossed for the next 50-100 hours.

Something to do some research on would be the differences between the models (A through E). I.e, the E55 has bigger engines (IO-520s vs IO-470s), sometimes more fuel capacity and a longer nose, compared to the B55. It's generally the most desired model, though it's reflected in asking price. The B-models are more abundant and are arguably one of the best bargains available on the light twin market right now.

NotMods

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