jetdriven

I’ve had this happen to my legacy 750 a couple of times and if you pull both the com one and NAV one breaker and then reset them that will free that up. It will Reboot the unit. It’s not guaranteed to fix it, but mostly it takes care of it. But I’m with you, I would need a second NAV and com, and if you really want to cut cost just a second NAV, com is a luxury, but you need to have a second way to get out of the clouds if your navigator goes TU.

I have a ballast for one if you want to try it

But the prices have gone up 40% since pre-Covid so I’m not totally sold on this. I guess when the door seal gets to be $500 we can talk about it again. All of the price increases by the Hartzell family of companies (Arcline) was not related to supply and demand.

Stainless screws tend to gall and seize up in the nut plate and then break off and then you have one heck of a problem. We just started using more and more cad plates steel fasteners, which don’t do this nearly as often. Spinner screws in M20Js are another notable example.

Because I broke yours and I ate the cost of the 2 Rpm version before I figured out I bought the wrong one, and then I ate the cost of the other one. So I’m pretty well-versed.

There was a one Rpm version and a two Rpm version. And if you buy the 2 Rpm version, the cowl flap will blow open or closed because the air pressure drives the motor through the gear train. So get the right one.

here are some of those photos from august 2013. As ive learned, some 1/2" tall and 1" wide blue foam with this work over it would be much stronger. We built a 3/8" high stiffener from carbon fiber strips. My PA28-1981 Archer has this scheme. The inside of the top cowl has some 1" tall foam shaped into a half moon. With fiberglass over that. Its not cracked.

i put a 1.5" wide strip of unidirectional carbon fiber tape on the lower cowl to replace the aluminum 90 degree stiffener that was riveted into the cowl just forward of the cowl flaps. it was springy and flexible like gluing a fishing rod into the cowl there. I suppose you need the bidirectional cloth and the foam for a square-ish shape to provide real stiffness. We used 10K and 12K cloth for this reinforcement and you can put 80 lbs of force on the top cowl in the middle without any visible deflection.

I ended up removing the honeycomb that was in the section of the spinner hump in about an inch or two on either side of that. We thought that we could stack up 1 inch wide layers of carbon, but looking back I think the better way to do it is to put a piece of foam, blue foam in that area, but make it taller than the factory did, say a half inch or 3/4 of an inch instead of the factory 1/4 inch. Then vacuum bag over that you have a real beam.

I would recommend putting some trapezoidal shaped blue foam as a stiffener maybe just after of what’s there for factory …..make it an inch wide then half an inch tall. Then when you vacuum bag your carbon over that, it acts more like a beam. Mine has held up well but it has one crack along the left side of the spinner about 4 inches long but this is after 800 hours of flying or more actually.

2/3 of the airplanes for clients don’t even make it to the shop for a PPI because there’s so many glaring things wrong in the history. Fishy Shadetree overhauls from 25 years ago and then a top with Gibson chrome cylinders half halfway between now and then., For example. But if you get past that you need to spend 15 hours looking at it. And anything that gets missed, the buyer owns. There is no upper limit to what this might cost. I have a landing gear actuator at Lasar right now with a bent jackscrew and it’s chattering on the down stroke. It’s gonna cost $4000 to get this thing out of the shop. And that’s just to fix the actuator that we already have. That’s not even replacing in the back spring. That would be two grand more.

Why did it get stuck in the full up position? And why was the trim on the full up stop to begin with?

Inner tube bandit struck again yesterday morning. My IA went out to go do a flying lesson in this Cherokee 180, nose tire was flat. When they pulled the tube out, it was all folded over like it had been reused two or three times.

You can call them, but they only want to work on their own flight school planes, if you offer to lease it back to them then they may take a look at it. It seems to be the newest thing, thr airport sponsor is required to offer maintenance as a Grant assurance, but they get some flight school in there that takes over the maintenance shop and then, although they give the appearance of holding out to the public, they will not work on other planes besides theirs

The owner is gonna have an issue seeing as how there is no piston maintenance shop at HEF. There is a school that only works on their own planes

48108 is also approved for replacement of the 48109

I put two desser retreads and two desser tubes on our plane a few years ago, one was flat when we let it off the jacks the next day, we took it off, and I was seeping out of one of those mold line seams. They sent me another one, I put that in. The other one, a year later, failed when I took a customer over to Dugosh to pick up his plane. I literally landed, after a half hour, I taxied over to the fuel pump, and it was flat when I got out of the plane. I haven't used one since.

If it is not torqued to spec, or not torqued at all, it has low or no preload on it, it will fail in cyclic fatigue. That looks like maybe what we have here.

Thats astounding, the KZ1000 had a reputation as a death machine, like the Porsche 930 Turbo, back in the day.

The state has been making the case for 13 years now that forfeiture is "required" So the man was convicted of importing alcohol into a dry village, which has its own set of problems. Chiefly, that a city can make an ordinance banning alcohol completely. And then second, the guy was convicted of doing something that did not happen, he never took off from Fairbanks. Intent is one thing, commission is another. And then he was fined $1500 a, and his his company was too, and he spent three days in jail. But then the state appealed the court's ruling, saying that forfeiture was mandated. https://law.justia.com/cases/alaska/supreme-court/2025/s-17593.html

it has to be P-lead sensing. There is no hall-effect sensor for the dual D3000 mangeto. We tried that and it read 2x RPM.

you are underestimating the barriers to entry

We have the 275 EIS, but the JPI style Hall-effect magneto sensor works great with the system. It even reads Rpm with the key off.

That "for the children" study was that kids who lived within 500 meters of an airport had blood lead levels slightly higher than normal.

Looks like a sellers annual. Did the shop know the seller?