Ragsf15e
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Everything posted by Ragsf15e
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G5 also does that as he has an STEC rate based. Either g5 or gi275 works.
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Orange is chrome. It should be a pretty obvious color stripe. They aren’t very common anymore but mine has them from a 1998 overhaul. Eventually the chrome plating flakes off and you have to get them overhauled, except many places don’t do them anymore, so I have 3 chrome and one steel. Anyway, chrome is notorious for blowby and higher oil use just on how they work.
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Rayjay fuel pump pressure fluctuation
Ragsf15e replied to LOCOLJ's topic in Vintage Mooneys (pre-J models)
I don’t have a turbo, but my io-360a1a does that as well. -
Velcro tape is common. If the surface is cleaned well it actually sticks. The part attached to the rug can be sewn into the rug. I think some also use snaps to adhere it.
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What kind of cylinders are they? Chrome have more blowby and oil use based on how they break in the rings vs “channels”. 6-8 hrs / qt would be pretty good for chrome.
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Personally I’d add the gi275 to your consideration, no panel cutting involved. I really like my G5s. I’d much rather have them then an av30. The av30 has worked for some, but quite a few folks here have had issues with it precessing a lot. Possibly they’ve fixed it by now but not inspiring confidence.
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Ha! Good one! Nah I thought of it all by myself, but I was on the wrong frequency the whole time.
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Well depending on when you do the update (or it can do it automatically), you’ll have two versions of all the updated charts at once. The updates come out approximately 10 days before the old ones expire, so you can definitely have both on there which does use a lot more space. If you wait until the update becomes valid, you can delete the old versions and update with the new.
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Oh yes, I agree about ifr departures and flight over the mtns ifr in NA airplanes, but they are just fine for vfr. He’s talking about skiing too, so winter. If he’s talking about hiking Tahoe Rim Trail in July, we’ll have to caution him about density altitude issues, but cold air, vfr is just fine to most of these places. Last month Getting to 15,500, I was about 400lbs under gross, but climb wasn’t less than about ~400fpm. I realize that’s not a 231, but it’s all relative. I learned to fly in a run out C-150 in the summer in Carson City, NV.
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I had my F at 15,500’ cruising just ladt month. Yeah, hot air and gross weight will slow down the climb considerably, but it depends on all the conditions. As others said, you’ll be unlikely to use the ifr into the mountains in the winter. The MEAs are too high and icing is a problem. If you have to be ifr, it means you’ll be in the clouds, you’re forced high by MEAs, and boom, ice. Vfr is definitely doable to them all. PS, Mammoth isn’t usually that windy. I’d try it again. I lived there for 9 years and grew up skiing there. Maybe give June lake a try too? Same airport, but different feel.
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FF shouldn’t let that happen. It will generally delete the old version when a new one is loaded. Do what the other guys said and carefully check through what you have selected to let FF download each cylcle. Ie, only the states you need, probably not high charts, etc.
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Oh yeah, I realize there’s risk. I definitely accept some. Just try to minimize where i can. I fly over big mountains in the northwest, but I tend to do it in daytime and vfr. I’ll also modify the route to minimize the time but sometimes you gonna accept the risk. However, if my fuel selector, elevator pushrod, mixture, bendix, etc isn’t working right, I think I’d be more apt to get them fixed immediately vs maybe my VOR 2 or even flaps not exactly being right.
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The only option currently is a Garmin gfc500. It’s really nice. You will need a g5 or gi275 or to control it as well. I’m pretty sure you also need the control head. It has options for 2, 3 or 4 servos depending on what you want- yaw damper, auto trim, are optional. Good luck!
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Just a laymen’s perspective, but that thing is a single point of catastrophic failure. If it’s questionable, I’d definitely dig into it. If something isn’t right and it comes loose when you’re switching tanks, it could get really quiet.
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You can take a look at the other thread where Skates shares pictures of his snubber… it’s screwed directly into the engine (mp outlet), not the transducer. The same thread, Doc talks about making one with a fitting, rivet and a very small hole.
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Previous USAF F-15E and T-6 Tex II. Retired and Now flying corporate around the NW in a PA46T. CFI/II Too, but I prefer flying to teaching. Someone said it earlier, but CFI is more about the teaching with a good deal of patience. Oh yeah, and if @M016576 had flown the F-16, someone would have had to teach him how to say “bomb” and none of his F-15C buddies would ever talk to him again. See, his navy time was probably 2000 hours trying to score a 3 wire and 1 hour of how to use the weapons in a hornet, and nobody ever saw him in an F-35, so he can deny he ever carried a bomb. Fight’s On, Fox 2!
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Im just curious now, but why wouldn’t you put a snubber on the fuel or oil pressure line? JPI told me some require it, and I’ve heard many people like having a “reducer” or “snubber at the start of the oil pressure line to limit the volume of oil that can escape quickly if there’s a leak leak later in the line?
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And I’m new to exploding engines, but shouldn’t there be an oily mess everywhere? That must have been very loud and exciting!
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Holy crap! That’s how my fuel pressure and oil pressure look! Oil pressure might bounce just a bit more. Any ideas why or how to fix them? My oil and fuel pressure use to be very stable. Do you think it’s electrical interference, vibration, real fluctuations? Do you care or you think it’s having too sensitive a gage?
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Awesome! Now my questions… do you have the i2s senders for MP, Oil P, and fuel P? Are they stable or do they bounce around a lot in cruise?
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If either of the above don’t have what you need, let me know. I have a zef on the shelf, I’ll grab the model number next time at the hangar.
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2x7”g3x is another option to keep eis separate. Still need a g5.
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So the OP could probably leave out the gtn650, cies senders, radio 2, CO and audio panels and be close to his $50k. It’s a great setup even with a gns530w and an older #2 radio.
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So does that requirement make putting both vacuum and ahrs ADIs in your panel together problematic?
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Well that decision alone makes it easier, because the only autopilot available is the garmin gfc500. To run that you’ll need g5, g3x or GI275s. I’d take this chance to get a full function digital engine monitor which is why I recommended the g3x 10” with eis. It will be ballpark, but i bet @PT20J can give us an idea of cost for the gfc500, g3x w/eis, GTX345, g5 combo.
