jetdriven

Sucralose

One of the first things you do, is pull out the radio and then ring out the wiring from the back plate of the radio tray to the auto pilot. But you'd figure that they would figure out that the d-sub was upside down and the pins were smashed over in about three seconds.

Yes. The GI275 MFD will get its nav data from the 430 either from RS232 or A429. The manual will tell you. It gets all the data from the GTN via HSDB. I have one setup this way.

That's TPP found in the plus aeroshell oil. It's actually acid that eats a thin layer of corrosion on the parts.

They're slightly longer. But we didn't trim them. We did position them fore/aft where they sat the best then drilled the hinge holes

Textron bought up all the Eaton clamps for Bravos and instead of 180$ it's 1500$. Similar situation on M20K turbo clamps. But if you need one they may have it.

The factory has raised their prices so much I don't know if it's such a good value anymore. The flying club here is switching out their O360 Cardinal 177 engine out for a factory OH. It's over 50k now.

You can retrofit the current production overlapping nose gear doors to a G model. We retrofitted them to an early 1962 M20C model, for example.

760 has a bullshit AHRS. It's not really AHRS.

You need the 500$ GTP59.

Yes. D&g

We have a client with an 0320 on a cardinal with a power flow. We installed a JPI830 and right away he noticed how hot that thing runs all the time. Especially after takeoff. We noted that his EGT's are 1525° full throttle static on the ground. And in fact, pulling the mixture back even a little bit caused the EGT's to came down so it had far insufficient fuel flow. It took three go around taking the carburetor off and sending it back to the place to have it reamed out or jets swapped out to get more fuel flow. Finally after the third time his EGT's are 1285 on takeoff and it's about 16 gallons per hour for this 150 hp engine.

Portrait mode is what we prefer.

I don't think they can make you sign something foregoing your right to recover from the other pilots. Most likely they want to be the only party to recover their payout.

The JPI is going to be the accurate tachometer because it uses an hall-effect sensor that counts pulses of the spinning magnet inside a magneto which is geared to the crankshaft.

If the whole Aerocruise thing wasn't so sad, it would be funny.... but it's not funny

I wonder why they are an MSC then.

A 231 would do 252 mph at FL280 as well if it could make the same MP.

Interesting. We had small pebble dents in the leading edges occasionally, but Nickel tends to bend with a soft radius, and there are limits to where you have to replace it, but otherwise, instead of filing out small rock dings, we would get less rock dings , and the bigger ones require the blade to be repaired.

We had Hartzell composite props on the 1900s and they have the nickel leading edge. I would say those props are a lot more durable than aluminum prop because that leading edge is tough as hell. Plus it's actually replaceable.

Cardinal prop. This this is 4000 more then a C212 prop. https://gami.com/props/props.php

It looks like it has this restriction on the RV planes. The following restrictions apply to the HC-M2YR-1BFP/F7497 propeller on the RV aircraft with Lycoming IO-360-A1A 200 HP engine: “Continuous operations is prohibited above 24 inches manifold pressure between 2350 and 2550 rpm.” https://hartzellprop.com/pilots/kit-builders/rv-4-rv-6-rv-7-rv-8-io-360-standard/

There were a couple or three Cardinals down at the other end where we parked at this shit that I had that problem and it looks really exciting. I want to get my hands on one. Gammy has been installing them with their turbo STC. I wanted to ask them play if they could morph that blower STC over to the Mooney too but they were so busy I could never get a chance to ask.

I guess I did not write that clearly, but there is no calibration for the Airspeed on the G5 like there is for the altitude. It's annoying that reads 2 miles per hour too high.

I bought dual G5's and when I had the pitot static system checked we really scrutinized the airspeed. The G5 reads 2 mph low and the mechanical airspeed was exact on. The downside is my 10,000$ G5 pair calculates the TAS about 2 mph too low. Annoying as there's no calibration for the G5 like there is for the altimeter.