jetdriven

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jetdriven last won the day on September 29 2019

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About jetdriven

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    Won't Leave!
  • Birthday 09/28/1974

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  • Website URL
    http://Bdr737@gmail.com

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  • Gender
    Male
  • Location
    Old Town Alexandria, VA
  • Interests
    Bdr737@gmail.com
  • Reg #
    N201EQ
  • Model
    1977 M20J, 24-0162

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  1. Is this the same airplane that has $35,000 gearbox overhauls every hundred hours? I’ve been watching the banter back-and-forth, and I don’t think there’s any Cirrus or twin diamond that can do that trip you posted on 41 gallons at the same speed.
  2. I am not so sure the gear goes over center in the up position. But due to the design of the actuator (a jackscrew), pulling on the gear to lower it won’t work. It’s like a worm gear, torque only transmits in one direction...from the motor. The Johnson bar system is similar, but as soon as you unlatch the Johnson bar, the gear comes out. The latch on the Johnson bar is the only thing holding the gear against the upstop. But either way, that motor shaft jams, and you are screwed.
  3. If you put the cowl flaps in trail just before applying takeoff power, no overheating, no buffeting , nothing...it’s almost like it’s made for that
  4. Can you swap the tube end-for-end and then just put new holes in it?
  5. Laser sells this as part of their kit with the tail root fairing modification. Maybe they can just sell you the stuff separately. I believe it’s called panel edge trim.
  6. If the mechanical indicator indicator down, it means the main gear truss (floor indicator ) and the right main gear pushrod (light) moved far enough the trip the switch. That does not guarantee that the wheels are down nor the preload is proper, but the annual should check out this, so, effectively yes, All three gear are down. But it’s not like a piper arrow, where there is a switch for each of the three That shows this..
  7. I think it’s a 91.205 required instrument. Whether they’ll issue a ferry permit will be interesting. We went to AirMods a couple weeks ago. They have to trailer their planes in there from gear-up landings which adds a ton of costs. Their FSDO says “no ferry permits”
  8. I don’t runa tank out of gas all the time, in fact very rarely. But I do like to land with the minimum of 10 gallons and that is in the tank that I’m using to land on. So, 15 gallons I may have a couple in the light side and 12 on the other, but the real safety factor here is having at least 10 gallons in one place. Yes, running a tank right now switching it is a slightly elevated risk profile then running on on one tank forever, but it’s a lot less risk profile than landing with either 7 gallons in the tank you’re feeding from, or three, you can’t really tell. A fuel starvation event near the ground, there’s a lot of risk. Much more than all those cumulative little times running a tank empty In a controlled fashion. Now here comes the naysayers, it’s dangerous, people have died,. (I can’t find one where someone deliberately ran a tank empty and crashed). That’s their opinion and they’re sticking to it. But not based on fact, it’s based on feelings. I think it was George Braly at Oshkosh a few years ago. He had a heated discussion with a Baron friend about how running tanks dry kills people. He refused to do it. Absolutely refused. He was dead the next day. Pushed the range and ran a tank dry accidentally, crashed with fuel in the aux tanks. Some 421s have six tanks. So you leave 5 gallons in each aux and each locker tank that’s 20 gallons of fuel not used. 20 gallons not in the mains at landing How is that safer? people say, well my bladder only lasts two hours, I never fly that far, all of that And for some who depart and fly only on Gin-clear days and full 62-gallon tanks for a hamburger that’s 75nm away, carry on. But a lot of use use the airplane to travel. Some of us only have 54 gallons, five hours at cruise, about ~750nm of range plus reserves. Skipping a fuel stop lowers risk too..2 landings and takeoffs instead of 3. But add an IFR alternate, the range gets short pretty quick. Unexpected headwinds. The destination gets bad, you go missed to your alternate. Now you’re flying an hour longer than planned, perhaps. Maybe your alternate is poor and you want another one. Planning the fuel quantity you want by speed management and having it all in one place is good practice. It’s a tool, a strategy. Like many other things
  9. The prop thing has happened to me twice now. governor arm broken. NBD.
  10. The SLI tach works great. 500 hours in, its within 10-20 rpm of my JPI830
  11. Don’t even bother debating factual info with him. Here’s some more factual info, we opened up Mooney 201 to reseal the right inner and middle fuel tank, no floating debris, no trash no water no anything really. Also, yes, the pick up is an inch off the bottom so you have to have a gallon of water in there before you start picking up something....I regularly run my cars down to a half a gallon of gas remaining as well, and it’s the same old story that running your tank low picks up stuff off the bottom when it’s a complete fabrication. It’s not even relevant.
  12. Certain ones like the 177 and 172 had a equalizer tube between them. So 3hr on the first tank wouldn’t equal 3hr on the second... because some fuel was transferred without the pilot’s knowledge. But that a systems thing the pilot should know. It’s a good practice in general.
  13. They can be repaired from the backside, scarf it very thin and then put about 10 layers of 7781 structural fiberglass cloth on the back that with real aircraft structural epoxy like MGS or Aeropoxy. The fact that the right side upper and lower cowl don’t fit together properly behind the spinner puts a lot of stress on that in that area. So I would resolve that first.. Your regular A&P homebuilder, Corvette shop, or boat shop will likeIy use Bondo brand polyester resin with the cloth that comes underneath the lid of the kit you bought the auto parts store. I suggest using Pillsbury biscuit dough. It’s lighter, stronger, and cheaper than that.
  14. I also have a black max. Plug it into the breather. Loosen the dipstick. No corrosion. Its 500$ but it preserves a $36,000 engine. More for a 231. Silica gel Descant Beads work too, but they need to be recharged fairly often. Get the orange indicating oneself mix with white, not the blue, cobalt is a carcinogen. You have to have a closed loop for this, because if you are taking it outside humid air, running it through a Desiccant bead system, a quart of beads will get saturated in a couple of days. Having it run less than an hour per day, it doesn’t do enough drying out inside the engine to be of much use.. I used to have a Tanis box and it would last for two weeks to a month. You need to keep a nice closed loop supply of dry air circulating through the engine and keep it that way. Yes, it’s 500 bucks. It’s about the same price as taking a CFI out for three hours and getting real good instruction on slow flight or ILS’s and landings for example, it is something that saves you from something that could be worse. The same rationale goes for the $1200 sidewinder. Our hanger has less than 1 foot of clearance each side of the tail. So it’s like well buy a sidewinder and sneak into the hanger very carefully, or push with your head down and pay for a $8,000 elevator every few years. It’s good money for a good cause. Preventatively