ArtVandelay

Yes, but you’ll need it lowered because of the left side of the panel turns down, probably to the yoke shaft cutout. Cut a piece of cardboard of the same dimensions and verify for yourself, or there’s a pdf you can print life size copies. Also having it shifted to the right makes it easier to work with, my left hand flies, my right hand does all the avionics controls. I didn’t want to have to the yoke interfere with my right arm.

Mine isn’t, but it does result in the HSI being centered when in dual screen mode, which I always use. This was by choice, it also allows me to push it up higher.

My case had a crack (it was leaking oil) around the alternator area, was told it couldn’t be repaired due to location and size. I just bit the bullet and got a new one. The difference between a reconditioned one and new was about $1000, I thought it was a no brainer, also had a new camshaft installed.

Depends, if it was used as a trainer I would definitely discount it.

I replaced all the control cables, they were original and I thought 40 years was enough. New alternator,refurbished all the baffling, just flushed the oil cooler since it had been replaced, repainted the engine mount. Some work I did myself to lessen the cost. I also had prop overhauled. I had to replace the case because it was cracked, probably because PO installed a non approved 130 amp alternator. I didn’t keep track of the all the costs, but it was close to 40k. Zephyr did mine, I didn’t have to pay shipping because I was close enough for them to send a guy to pick it up. And being Florida there was no sales tax.

I just use a velcro strap

Does the B&C fit, I vaguely recall a thread where some said it would and some it wouldn’t.

I now use painters tape to cover the speed brakes when parked outside if rain is forecasted. Ounce of prevention …

Any extra horsepower the ram air will give you is eaten up by the extra drag of the hole on front of the cowl. Remove the ram air, fix the cowling, and remove a possible failure point.

I skipped the yaw damper entirely, J doesn’t need it. Otherwise now days I would do the whole panel. But back in the “old” days we didn’t have the options we have today. So I did the radio stack, then after JPI 900 was introduced I upgraded from 830, then G5 because my HSI was broken, then the rest.

I assume they will protect against a hailstorm too?

2 tanks, the 2 senders for each tank are in series.

If they’ve decided not to support existing planes, they have zero chance of of ever getting this company back in business again.

Isn’t brake fluid red? Although I have no idea how that could happen.

I think flying using IAS is safer than a fix 7° climb angle.

I would guess that the higher you are, the more the fuel will vaporize? I tend to fly above 8000’ when flying long distances.

Yes, it was leaking a few years back, I had it overhauled.

Mine started high, but after about 20 hours it settled down, peaking around 26 psi. My overhaul was done e/o 2018.

It’s placarded as continuous, so pulling power to land is ok obviously. I try not to go below that on descents and wait till I’m at pattern altitude. How long is continuous?

JPI.

The engine was overhauled in 2019, and now has 500+ hours on it. The old fuel pump ran at a lower pressure, and fluctuated by only 2 psi. The new fuel pump runs at a higher pressure, even exceeding the 30 psi limit during the break in and always has had more fluctuations, 4-5 psi. The fact that it stops seems to imply something like air/debris/something else that was in the fuel.

I did, no difference between tanks. Not altitude dependent, it stopped doing it on its own at level altitude after about 30 minutes, I would a clogged vent to just keep getting worse. I will have to check the vents anyway.

I would have the placard with power settings removed, it’s not required on my 78J, could have put the JPI there. I push the speed brake placard high on the panel so it was hidden from casual view. I don’t have a problem with it on the right.

I always remove the factory eyebolts as I rarely tie down outside. I don’t see how you can cross thread them if you use your hands, they turn easily and any resistance would cause me to stop.

It did stumble a little, as I said the low pressure was just for a second. I have a JPI, so this wasn’t a gauge issue. You can see it gets worse and then gets better. The next several flights at the same altitude and essentially the same DA were fine. The pressure always fluctuates a little but never this bad, this is the next flight on the following day: