jetdriven

I read somewhere else that the GFC-700 is not compatible. This is a perfect replacement for non-waas G 1000, but maybe that is on purpose

Going West is not easy. We had tons of headwind on the way to California, but it let up at Tulsa. So from Tulsa El Paso was over four hours, and then El Paso to LA was another four. The whole way I kept thinking I’ve had an A36 with a blower on it, you could do California to Wichita in five hours, five more to DC. And with 114 gallons of gas, you don’t even have to sweat it, you just get in it and go. It also takes 3800 pounds worth of airplane and gas to do it. The efficiency is not nearly the same, I think I burned 116 gallons of gas end to end.

I ran a 10a fused receptacle off the aux bus and plugged the inogen g5 into that.

The other day it was time to bring our M20J back from California and three months of adventure that we had there. I rolled it over to the fuel pump, topped it off as much as I could fit in it, used the bathroom one last time, and then I taxied out and launched into 800 overcast. I got sent about seven or 8 miles to the southwest before getting turned back around towards Oklahoma. At 1500 feet, went LOP and 2500 Rpm, I just kind of dragged it all the way up to 15,500. The Density altitude there was between 17,200 and 18,000. .Getting the preferred routing I wanted, Paradise VOR, and then from there, pretty much direct to Las Vegas New Mexico. The destination was Sherman, Texas, but all this tragic weather moved south so ended up in Addison Texas. I wasn’t done yet, so after visiting a client over the span of two hours, I launched out of Addison for IAD Washington Dulles airport, but the winds aloft were not in my favor, and I wasn’t ready to play the same long game twice in the same day, so I settled for Lexington, Kentucky still respectable 600+ nautical miles. Power setting wise it was 2500 and once I got leveled off at 15,500. I brought it back to 23. That made the fuel at destination about 6 gallons which for me was a little bit tight, so running it even leaner and even bringing it back to 2250 Rpm I was able to basically kill speed but fuel at destination was all that mattered. As it turns out I landed with 10 but the computer was forecasting seven and the gauge was 11. Anything less than about 6.5 would want some serious diversion consideration. I had plenty of places to go.

SB and MB engines run nice and cool.

You only need it if the gear jams. The same way a 1978+ airplane does, the cable mechanism in the floor. Its part of the conversion.

We have converted 2 M20J's to the avionics products actuators and it works. It's not cheap, but it works and you have better parts availability going forward. this is a 1977 airplane. 2008 interior, No hand crank.

This customer contacted me a few months ago, the case cracked through the oil gallery and started spewing oil everywhere and he landed at an airport, luckily. The local engine shop gets the engine, it's got the wrong rod bolts, the cylinders are all rejects with cracks, the case is no good. This engine is 500 hours out of the Jewell overhaul shop. The bill for this engine now is close to $40,000 and this is just for an IRAN.

We have been around and around on this forum about these gears, and getting somebody to make those like getting somebody to make you a crankshaft. I don't think anybody's gonna do it. But what I would spend my effort on is trying to secure a 40:1 Dukes actuator and use that for parts to get yours airworthy. I sold one of mine to a guy for 7000 bucks, and then his shop minions promptly took it apart and threw it into a box. They confused it with the one they had previously taken apart and thrown into a box. So he still doesn't have an airworthy airplane, and I don't have another Duke's actuator either.

If Jewell actually did the engine overhaul, I would not buy this airplane at all. Or, offer price it like you need to put another overhauled engine on it and also deduct the core credit for the case.

We still have the cowl flap actuator motor for sale. No buyers yet

Was it a continental prime PMMA cylinder for a Lycoming? if you have all the JPI data from when the engine was put on, and there’s no overspeed I would send it to them with a letter of demand.

Don’t pull it back to 26/26. There is no benefit.

We pretty much stopped doing leak patches because every time you open up the tank, you can see where somebody smeared three or sometimes even four different kinds of glue inside the tank to stop it from leaking from before. And the sealant is all gooey. You get to remove that stuff. It can quickly turn into 30 hours of work, and often it leaks again because the leak is in the next bay over and it travels under the sealant. It was easy to patch, it wouldn't have been messed with three times.

ours is similar, and it wasnt 50K. We have 4 colors in the interior, and the seats are heated and air cooled. We used DAX firehard foam for the seat bottoms, and they float. The headrests are adjustable.