jetdriven

West is quite soft and flexible. MGS is real structural aircraft epoxy and it is very stiff when cured. It also remains that way when hot.

It looks like that the dual electroair system is basically two single electroair sets of hardware to fire both sets of plugs. But I can’t seem to quantify any increase at all from the single electroair installed over a Bendix 1200 magneto, I fail to see how two of them is better as well. It’s actually more complex than a dual magneto. It does seem to run a little leaner before misfiring, and it does run a little warmer in the summertime, but the speed, both full rich full speed, LOP cruise, and everywhere else is about the same. Weirdly, it runs warmer in LOP cruise, and when you lean it further to get it cool enough, it’s actually a little bit slower.

You can send baro minimums on the screen and it will ding at you

That’s interesting. I did not know they were yet building angle valve cylinders. Now the other side is you can get them, but how good are they? Because the Continental cylinders they bolt on factory engines, wear out the valve guides and the bores at midtime.

There is only one source for new angle valve cylinders, and that is Lycoming. Last I heard they said call back in a couple of years, but not for a very long time.

Ive ran engines LOP with a single point Westach analog EGT. run it at 65% power and lean to lose 3 KIAS.

I wouldn’t bolt anything that came out of Kelly’s factory, to my lawnmower.

It’s not the case right now but pre-Covid some of these airplanes cost nearly one percent of their value per hour to operate, all in.

Lean of peak is a curve. I know these BeechTalk guys always preach 50 to 80 lean of peak but that is way too far down the curve for a lycoming. You actual nautical miles per gallon actually go back down again around that point, and your trip burn increases and you lost all the speed for no gain.

Old Republic just offered smooth limits to us

You really ought to scour it, because fixing the things missed can get hellishly expensive. Even things like the glideslope not capturing on the autopilot, gyros, electric trim, all lof these quickly cascade upwards. Thats on top of the usual damage, corrosion, shoddy repairs, inop or malfunctioning components, worn out rod ends, etc etc

It will be interesting to see all the emails and phone calls and notifications that vans got from owners of kits when they realize that these laser drill holes were cracking when dimpling, and also the quick build kits from the Philippines, which had the corrosive wash primer. I’m sure there were several upset emails and correspondence to the company which they similarly ignored, and dismissed, and now they’re going to answer for that.

It will be interesting to see all the emails and phone calls and notifications that vans got from owners of kits when they realize that these laser drill holes were cracking when dimpling, and also the quick build kits from the Philippines, which had the corrosive wash primer. I’m sure there were several upset emails and correspondence to the company which they similarly ignored, and dismissed, and now they’re going to answer for that.

It will be interesting to see all the emails and phone calls and notifications that vans got from owners of kits when they realize that these laser drill holes were cracking when dimpling, and also the quick build kits from the Philippines, which had the corrosive wash primer. I’m sure there were several upset emails and correspondence to the company which they similarly ignored, and dismissed, and now they’re going to answer for that.

it cost over 7K to add the second two bladders to make it 64. Just do it upfront. You may not want to fly out all 64 gallons but its ncie to tanker fuel roundtrip and skip the 8$ avgas at the place you're going, for example.

if you do the bladders, get the full 64.

Just be careful with this guys, I had a client whose oil ring broke and he swallowed up 7 quarts of oil in 40 minutes on one cylinder

His was a 2005 airplane, it left the factory compliant with the SB. It had riveted clamps, but, still. They needed to be replaced.

My guess is its gonna be 800$ to ship that on a pallet, each way. Freight is obscene now. I just ate 189$ for a pair of magnetos from Virginia to Montana 2nd day.

The Gi275 is pretty nice. We pulled out an 830 from our plane and installed this thing.

Shipping that stuff is almost as expensive as flying the plane there. Also, if its damaged dont bet on the USP "insurance" paying anything near what it should.

as long as you have a sophisticated amp gauge that is showing around 30A, yes that would work too.

lifters are garbage in all engines, not just Continentals. But at least you can inspect and swap these.

This is pretty widespread. We pretty much plan to inspect all the lifters on continentals as part of the prebuy inspection. Alternator too. It’s expensive but a lot cheaper than a whole engine.

The powerflow does 3 things. All related. It burns more fuel. Makes more power. Runs hotter. We’ve got 3 clients with powerflow systems and all three require a LOT more fuel flow at takeoff power to stay below 415 CHT. 400 usually isn’t achievable. The cardinal guy had his carb rebuilt then re-jetted three times. To the OP I would put some real instrumentation in that plane because you are likely busting redline CHT at 1000’ after takeoff.