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jetdriven last won the day on September 29 2019

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About jetdriven

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  • Birthday 09/28/1974

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    Old Town Alexandria, VA
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    1977 M20J, 24-0162

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  1. Eric did you read the article where I posted where the vans RV 10 with the LS1 engine crashed? I think if auto conversions were ever successful we will see more of them, but in fact you see basically none. Peitenpol aircampers with model A’s notwithstanding
  2. The widespread GPS outages in Florida for example this weekend. I think that’s still proof that we need radio nav in the airplane still.
  3. Continentals are a different matter entirely. They have two. One to count the fuel through the servo and one to count the fuel returned to the tank. It subtracts #2 from #1 to determine fuel burned.
  4. Hate to sound critical here, but those hard elbows both forward and after the red cube are major violations of the instructions. If you want it to read accurately, it can’t wirh all that turbulence going through it. You need straight fittings and gentle bends before and after the transducer. If it doesn’t read accurately, then the fuel remaining is off. And it’s off more at some times than others.
  5. Piper Navajos and chieftains mostly. But there’s not I don’t think a single part interchangeable between these and an IO540 Lycoming. the TIO series are pretty highly stressed and are unique.
  6. The TIO-541J2BD is Perhaps the most detonation-critical engine in GA.
  7. The last LS I heard it was a RV10 up in Conroe Texas. It kept overheating. . Finally on the last flight the ECU kicked into limp mode and it’s really limited timing, fuel, and power, they barely made it back to the airport. Nobody knew that was programmed into there, but then again we don’t know what all of the tables in that ECU do. The LS1 came off and a Lycoming 540 was bolted on. below psowh 07-18-2009, 01:45 PM Yes, its true, N730WL was damaged Thursday afternoon during a test flight and subsequent emergency landing. Pilot, Bud Warren and I were taking the 10 for a flight around the airport to check out a high operating temperature problem. We took off after a long taxi and climbed normally, however the engine temperature kept climbing even after leveling off. For unknown reasons the engine seemed to quit making power. Bud skillfully banked back toward the runways. Not a good situation. A discussion with Bud today leads me to believe that the high engine temperature may have exceeded an operating parameter in the ECM and the engine reverted to a low power setting. This has yet to be confirmed but obviously needs to be addressed if this is indeed the problem. Bud managed to get the airplane back to the airport sacrificing altitude and speed without stalling. Incredible job by Bud to get us back to the runway. However, once over the runway, we were too slow and the plane mushed onto the runway rather hard. We bounced and skidded to a stop on the collapsed main gear. Fortunately, there was no fire and Bud and I were able to get out of the 10 without any injuries, Thank God. Unfortunately, there was considerable damage to the main landing gear and the prop was destroyed. The steps kept the bottom of the fuselage off the runway while we skidded, so no noticeable damage to the fuselage skin or tail. The wings didn't hit the ground but there is some minor damage from the gear folding up. I haven't looked at the landing gear mounts yet or the spar. So I don't know at this ten seconds the full extent of the damage.
  8. Is it fast oscillation , or is it slow.
  9. You could try calling autopilots central in Tulsa. I just sent in my entire century Ii and they went through it. Wasn’t terribly expensive. They said the servo passed but I made them overhaul it anyway.. it cost about 1500 bucks. If they don’t know much about it then I don’t think anybody else will either
  10. The reverse is also true for takeoff. You hold a lot of up elevator and then it’s similar to a T-tail piper arrow, suddenly the tail force overcomes the weight on the nose tire, and the nose will kind of abruptly fly up on you. Of course your plane is not quite ready to fly yet, so it makes for interesting takeoff.... the stall warning going off and behind the power curve with a 200hp engine. It takes 250lb of force to hold the tail down on jacks. The axle on the mains are further aft than that. soft field takeoff practice requires full nose up elevator, and as the nose begins to suddenly rise up, around 50-55 MPh, you relax a lot of the back pressure quickly to allow for a smooth lifting of the nose wheel. It flies a little later. B
  11. Same here. It’s the only conforming place that fits.
  12. Question I have is will they ship this box to me. On bt the Garmin rep said those are required dealer installation
  13. One issue with gyros in the KFC 200, you have to have them aligned every time you install a new gyro in the panel. So there is that expense.