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skykrawler

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Everything posted by skykrawler

  1. Your absolute lack of knowledge will work against you. There must be some documentation that came with your airplane. A fundamental start would be what kind of autopilot is installed in your airplane? Typically J models all have an autopilot.
  2. Instrumentation ...... no mention here of indicated -vs- calibrated airspeed and probably doesn't matter that much. I wonder what affect the speed brakes have on the static ports? I haven't flown with a 275 but I know for certain that the G5 has filters applied to the IAS and altitude values displayed. The ias filter seems to have a time constant that is several seconds. These filters make the displays as smooth as they are and less responsive to gusts.
  3. It's probably a bad thing if you must 'drive' bolts with anything more than a tap tap tap.
  4. Don't suppose he un-ported a fuel tank do ya?
  5. I think it will also add a few pounds to the airplane.
  6. Its a question not worth asking because a specimen airplane could have been converted. I don't think its a discount for the non-D engine, its more like a premium for the D type engine. The quote I got from Air Power in August is now reflected in the Lycoming mailers: Factory Overhaul (includes roller lifters) is $39,888 for the D and $37,830 for the non-D. If you have to ask... then likely when you 'convert' the expenses for that will probably easily exceed the difference in prices - and you better have a mechanic or shop that knows what they are doing in that regard. There are plenty of dual mag engines around - including 6 cylinder 540s. There is nothing unsafe about the dual magneto - if there was there would be an AD to eliminate it. From what I hear there is more maintenance expense/problems with the Slicks. But, whatever....
  7. Here is an accident with a slow-flying Citation owner.....people do things. https://www.avweb.com/flight-safety/accidents-ntsb/accident-probe-behind-the-airplane/
  8. What about this clown? Not using oxygen either. He is a problem looking for a solution.
  9. It is often the case that the terrain short of the runway is lower than the runway. EGPWS systems on modern airliners have high resolution digital terrain databases around commercial airports and use this to generate callouts. The callouts are height above touchdown. Its not strictly off a radar altimeter. The minimums callout is based on the dialed up baro or RA minimum but baro is typical and also has the flag on the altitude tape. There is a RA readout on the EFIS...but until you cross the threshold...its maybe only a cross check. RA is an autopilot input for auto-land and used in the flare mode - there have been accidents from RA failures and there is currently an advisory regarding 5G frequencies.
  10. Some ultralight pilots are certificated. There is no requirement for that - so the regs allow people with potentially no aviation knowledge to be in the sky. Lawn chairs and balloons, whatever. Gliders require a certificate - so why not ultralights?. As you likely know, flight levels in the US start at 18000. Even turbo-Mooney pilots who are not IFR rated are not permitted to fly there. Maybe they should have transponders, too. That 208 might have got a warning.
  11. I guess ATC was accommodating.
  12. >>> but for some reason FAA did not approve it for sale in the USA Maybe they will now. I've encountered ultra lights at 5k and have the opinion they don't belong there.
  13. The problem you will have with getting an overhaul now with new cylinders is the unavailability of the cylinders. I'm living that right now - waiting for cylinders. Fortunately I didn't pull the engine yet.
  14. I have one of these - Markham. My spouse bought it. https://www.lightspeedaviation.com/product-category/flight-bags/
  15. I have a Lightspeed that has the coil. Also have a David Clark helicopter style that is coiled. I find the coiled cords tend to twist up and are difficult to untwist. Kinda like the old phone receiver cords - always in a knot.
  16. The master and avionics master switches in my '82 are the same cheap type used in Cessnas of the same era but with a slightly different mount. I think the manufacturers choose them for the low cost rather then the precision or the rating or the quality. One could certainly find a higher quality dual pole toggle switch and fabricate a small plate to mount it over the existing cutout. The crazy thing is the switch resold as the OEM part will be much more expensive. The debate is always about the legality - ask three IAs (they sign the annuals) and you will likely get different answers.
  17. Regarding the radios......if you were running the heat it can build up under then panel with bad affect. Verify the avionics cooling blower is running - it can usually be heard with the avionics master on and the engine off.
  18. You did not say whether you had heat at all. I've flown the J at 11500 at -30 and the heat coming from the center duct was was good and warm, but not enough to fully heat the cabin. The fight seat passenger can put a blanket or towel next the the door to reduce drafts.
  19. The fact that your engine 'fouled the plugs' when you turned on the boost pump could mean that the boost pump is sucking air and introducing it into the fuel injector system.
  20. I hope when you say "drive" what you really mean is gently tapping.
  21. I think the cause was a maintenance induced failure - improperly installed mag. There IS a difference.
  22. Please update this thread with the results of the engine inspection. Perhaps a holed piston which could tend to pressurize the crankcase, but that should have given an indication on the engine monitor. Turbos can blow oil out the exhaust.
  23. Just don't forget to add the expense of a new propeller. Not compatible.
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