jetdriven

The factory gauges are required to be removed for the STC for the 275. Not only that, but the Moritz isn’t serviceable anymore, and eventually more and more parts of it are going to fail. It’s got sensors under the cowling. You either gonna have a tee off of to use the garment stuff or you’re gonna have separate hoses and sensors for all of that stuff as well. It’s the whole rationale for going with an aftermarket engine monitor to begin with. As far as what you need to get home safely, I would argue the only thing you need is an oil pressure gauge. Everything else is nice to have, but not required for safety of flight.

Itll Cost You the requisite 9 grand for that amount

All three engines come down the same line and although the factory new engine is guaranteed to get all new parts, you’re gonna get mostly all new parts with a rebuilt one anyway. Or overhaul. For one thing you’re gonna get all new cylinder assemblies, and if they have a serviceable crank and case which I probably don’t, you’ll get one of those otherwise you’ll get that too.

190.74 mph

The Hartzell guys said there is a stainless mesh embedded into the prop and below that is the carbon fiber, and as long as it doesn’t go through the mesh, .020” or less, you can cosmetically repair it, but if it gets into the mesh, then you have to send it to an approved shop to have it repaired. If it goes completely through the carbon fiber plies into the core then the blade is scrapped.

I have a pair of the yoke shafts that came out of a 77 M20J.

Snap on calls it a performance wrench, but icon sells a set of these at Harbor freight for 100 bucks, it’s a double box wrench, but the box is twice as deep and it’s very thin and it fits on those engine mount nuts perfectly.

I ran the field wire under an adel clamp to the back of the plane power alternator, and all that had shrink wrap on it, and 600 hours it hasn’t broken since.

Supposedly in that Coleal letter, it says replacement of small simple parts, not requiring complex disassembly. So you could say you replaced that wire crimp according to FAR part 43 appendix a.

How would the FSDO even know about a 337? One copy goes to the Aircraft records in OKC and the owner has the other.

https://www.instagram.com/reel/DLu9d_JSELn/?igsh=MXVtM2NuejYwdnR1Mw==

STC doesn’t allow for that.

Yup it’s like George Washington’s axe. Replaced the blades twice and the hub once. Still has 4000 hours since new.

Jerry Johnson is one of the best in the country. Right there in Dallas.

There’s just so much complaints of stuff coming out of Kelly’s factory I would be very careful and very suspicious of anything overhauled by them. especially something with a single point failure such as a dual magneto. They were the ones that had their overhaul manual written to where they did not have to replace a single piece and call it an overhaul. So they start recycling a bunch of used stuff. And that’s how you end up with a distributor block from 1982 in your Bendix 1200 magneto, that was actually superceded by Service letter in the 90s at some point but yet there it was, built in 2017

So have you seen any increase in cruise speed or other performance with this prop? And were you compensated in any way or given a discount on this propeller to market it?

TBO is not mandatory for part 91 operators. But six years makes the 2400hr moot anyway. It might as well be 9000 hours and six years.

Not to mention the amp-hour capacity is half that of the standard rg35 battery.

perhaps, but if a new C214 is 10k then why.

GAMI has been putting them on cardinals for a few years now. I dont know if it beats the McCauley 2-blade prop, which so far has been one of the best props still. https://gami.com/props/props.php here it was introduced in 2018 for 11K. https://www.aopa.org/news-and-media/all-news/2018/january/24/hartzell-offers-new-propeller-for-cessna-cardinal-177b

we do a lot of them and a week is normal. it often runs over for parts and then its two weeks. 2 months is when it need an engine.

The new Mooneys in Oshkosh a couple years ago looked like there was sprayed with Featherfill and blocked off somewhat and then painted, but that stuff shrinks over the rivet dimples and it just looks like it was vinyl wrapped. Featherfill is, basically liquid Bondo from a spray gun, but it still shrinks over the period of about 65 years.

The 252s have two impulse mags, and they both start the engine. But the left magneto on these things is hellishly impossible to get on and off, so we put the Surefly on the right side. We generally try to leave the impulse mag on the engine and then install the Surefly and then do the ground strap mod.

The Pilot adjustment will only do a 10 or 15% adjustment. It sounds like they won't have the wrong K-factor. Have them use the table 5-26 to select the right FF transducer. if they cant find it, double the K-factor you have to start.

It took us 30 hours to install a single electroair. It was not the first one we’ve done. There’s a lot of wiring, you have to find a unique place for the coil, then you need to route all of the proper wires to the bottom plugs on the top. We picked the top so that the high tension leads would be separated from everything else, then we put the controller underneath the copilots seat and ran the manifold pressure and the wiring down to that then it has to go over to the Pilot side and then up behind the panel to the switch and then through the firewall. The dual system you have to have the crank trigger a separate coil pack of reserve, backup battery, and then it’s damn near impossible to the high tension wires to the other set of spark plugs without coming within 3 inches of any wiring. All of your engine monitor wiring for example, it is going to be in that same area.