jetdriven

2700-4 are along the sides, the very back corner of a J at the boot Cowl is a 2700-8. Sometimes there are fives in there because people add an extra layer or two of fiberglass at the paint shop. In the stock thickness of the cowling there is about .110 to .120. Anything more than that mess a longer stud than a 4. I took all the retaining washers off the 2700s and just take them out like screws it's easier to do that is to set the cowling in the grass and lose a few, the little split washer set up to have is not very good and those things are always falling out. Besides that, it gets very hard to put the top cowl on the bottom because the studs fall into the holes and jam the thing and it's even more aggravation.

I remember looking at the ground speed and seeing 191 kn and I'm thinking OMG 191kt! Anthony says well we don't have too much of a headwind here.

they never admitted the 1994 batch was defective, which caused the SB which said replace every 2000hr, and which some of those are also defective.

Air mods was in in FL. This is Aero mods different spelling and different state.

Anthony is the bedrock cornerstone of MS and Im glad to call him my friend.

its a 20k a month 16 day sentence. Some might say thats worth the trade. some not. Also some have pre-formed opinions about how good or bad the job is with no data. I hear people all the time trashing airline jobs, but they've never been there done that. I fly airplanes for real money, but I work on planes because I can make a difference and it interests me. And I own a plane for a lot of the reasons we all do, to go somewhere, for fun, for developing and maintaining skills.

whats with all that rust

Yes, the only difference in a FOH and a Factory reman is the zero time log book. There are several shops that can build a great engine but only the MFR is allowed to call it zero time.

The whole cause for this no back spring debacle is improper manufacturing. A clock spring by definition has an infinite service life.

Continental still hasn't seem to have proven themselves to have worked beyond their issues with being able to machine valves and guides properly. So at about 800 hours or so the valves to start walking around on the seats and then they have low compression. You can send those cylinders to Cunningham over at powermasters and he will rebuild them to where they will last you for the rest of your flying career.. There is also a guy next to us that has a cylinder shop that is rumored to be the same kind of reputation but I havent installed his stuff yet.

what is "low compression"? I would start there.

We had a guy back at our home field in Texas that was changing out cylinders and things, claiming they were preventative maintenance since they hadn't failed yet.

I shipped a G430, insured for four grand, 150 nautical miles away and it was $110 with UPS so it's probably more like 150 each way.

Similar. If it were the same the G430w flat rate would be $5000.. And actually Extant is worse. Flat rate repair on a A WX500 stormscope is $5500. Avidyne Entegra R9 screens are something like 14k. Broken knob or jammed button, 14k.

Under what section of FAR 43 are you justifying It a preventative maintenance? Just curious

The transistors get blown whenever the people short the output leads on the side of the glareshield when they don't hook it back up to put the glareshield back in. Will the transistors blow up and over the output leg of the transistor shorts against the hole drilled in the metal for the heat sink, that heat shrink tubing shrinks back and exposes the metal . Personally, If mine goes bad I'm putting in a maxdim duo.

You can also install a dimmer using the AC about parts and substitutions for aging aircraft. There is also way too much classifying minor alterations as major. Here is their definition right out of the AC Note: You should also review 14 CFR part 43, Appendix A, for expanded definitions and examples ofMajor Repairs to airframes,powerplants,propellers and appliances. b. Major Alteration. 14 CFR part 1, § 1.1 General definitions, defines a Major alteration as an alteration not listed in the aircraft, aircraft engine, or propeller specifications and meets one of the following conditions: (1) The alteration might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness; or (2) The alteration is not done according to accepted practices or cannot be done by elementary operations. Note: You should also review 14 CFR part 43, Appendix A, for expanded definitions and examples ofMajor Alterations to airframes, powerplants, propellers and appliances.

8k

This fitting is required to be steel by AD. Put some fuel lube on it and call it a day. Don't use Teflon tape

WRT auto insurance, many states, if they pay out under your collision and you don't have uninsured motorist coverage, you get charged for an accident. Then they raise your rates. Yes, you pay someone to hit you. All UIM does is pay "protection" money to the insurance company to not charge you for the claim if the other motorist doesnt pay. You also cant get diminished value or loss of use from your insurer. I dont want to write off a 200K airplane, so I have hull coverage. Its relatively cheap compared to how easy it is to total a plane. Not cheap dollars wise, but these are huge numbers to insure.

the issue right now is no cores, and if you want to send yours in and wait 12 weeks, you can get it redone. But 12 weeks is a long time.

our 160K hull policy is 1600$, and the liability is another 400$. Doing the math, it doesnt take much to do a lot of damage to a plane. We just did a hard landing prop strike repair on a 201 at our shop and it was 40 grand. And we shopped to only spend that. if you save 1400$ a year, thats $17K in saved hull premiums over 12 years. But you would have to go 30 years without a large claim like that to make it pay. If you can afford to write a check and replace the plane, good. FWIW our first trip in our plane it got hailed on, and it was a 38K claim. Likely that would be a lot more today. 8 years ago my buddy just bought an M20E and taxied into the ditch at night at his grass strip trying to find the fuel pump. 50 grand with the new prop and engine overhaul. He ate all of it. But he was bragging the weekend before about saving 500$ a year for the hull. 100 year payoff. Anyways, FWIW.

I wonder why they sat on this for a year? to be sure the warranty on the parts in question has ran out?

The plane reportedly had 2 G5s, a Garmin auto pilot, and an insight engine monitor

We installed a pair of G3 landing lights in a Bravo and they are very bright. Much more so than the incandescent ones they replaced, and also a lot brighter than the original Parmertheus Whelen lights.