jetdriven

The additive in the victory oil in no way resembles camguard. One is triphenyl phosphate, and one has like 15 things. None of which is TPP.

Yup. We just swapped an Ovation starter adapter because of this.

The STEC 30ALT has no trim function. So those huge speed changes aren’t really likely with that equipment

I had a real good phone conversation with Ken over at Lycon three years ago, and he has had several airplanes come back from a full 2000 hours and the lifters still look new. Now they’ve been out for a few years now but I have not seen a set of spalled DLC lifters yet. This is really good news

Oddly enough I have a Lycoming IO360 roller case in my shop ready to go to somebody who wants it

Aero hose shop. Granite city IL

Strobe syncing = badass. My thoughts on it here:

We also just had a spot open up for the end of January. (

Then you still have three threaded connections. Just in different places. They also don’t make an adapter with an AN flare female. So you gotta put a hose section on it. Then a AN nipple to a NPT pipe coupler. ww had a plane in the shop the other day for a prebuy. It had a race car shop male-femal adapter on it and the OP sender screwed into the side of it. Now this was also a 45 degree car flare fitting so they just over torqued the hell out of it to get it to fit. Now this was a swivel fitting so it could have snapped in two at any point. The JPI was installed a couple years ago. Passed a couple annuals at esteemed Mooney shops. Anyways. ir also had this beauty …..ugly but functional

That McCauley prop is most efficient from a nmpg Standpoint at 2500 rpm. Pulling the prop back costs you 3 knots per 100. But at higher altitudes or lowe power settings it’s like 5-10kt below 2350. 2200 rpm is 15 knot slowe than 2500 but the ff isn’t low enough to make it pay. The ff doesn’t drop off as fast. So the trip burn is higher and the trip takes longer.

You can’t connect the transducer to the an824 tee. It is a flare while the transducer is NPT

There’s. PA28 arrow between them.

That’s what I was thinking if that plane made it with unpainted and unprimed aluminum for 65 years it’s good for another hundred now !

We use those AN tee fittings and -AN nipples all the time. Works great. They are NPT pipe fittings and will leak if you don’t use a sealer like fuel lube or permatex aviation sealer.

No

Sometimes those pipes will move even when tightened. The pipe vibrates and eats up the recess in the collar. You can sand the collar and restore the pinch fit for the gasket. Also. Coat those gaskets in copper spray or aviation sealer. They aren’t air tight dry.

FWIW it pays to wiggle those wires and the bus bars going to the Circuit breakers, the aux bus with all the lights and fuel pump, and both master switches. Further, pull and wiggle on all those high current connections at the starter, alternator, starter solenoid, and main solenoid. You’d be surprised how many we find loose and arcing.

You’re asking for something that does not exist. Mod works in Punta Gorda Florida back in like the late 90s had some STC to do this, but the hurricane hit the facility and since the owner had no hangup keepers insurance he was faced with hurl of lawsuits and claims, he fled for Alaska. That was 20 years ago.

I think this is the company they had the hurricane hit Punta Gorda Florida, and there are dozens of airplanes upside down on the ramp and when they went to go get insurance payouts from the hanger keepers insurance, the shop had no insurance. And further, they sold the Porsche engines for money, but did not put io550 engines on those planes yet either so he basically absconded with the money to Alaska and we’re talking boocoo dollars here and all the owners were left with crashed uninsured airplanes with no engines on them.

They are the best

I have a client with the 650 hour factory engine who somehow snapped an oil control ring on a flight in easy VFR conditions and nothing abnormal, and the very next flight we changed the oil and topped it off. He took off and in less than an hour it was almost completely out of oil.....were talking about a quart of oil in ten minutes through one cylinder.

Use the time-rite and a piston stop and find TDC, then back it up to find 25 degrees. The mark on the flywheel at the starter dot always corresponded to 25. Within .2 or so which is the limit of accuracy.

Whats interesting is the Canadian guy who put the TPE 331–10 on his, it’s like 80 kn faster than the PT-6 ones.

Maybe everything else is over priced

Looking at the oil fouling of that one spark plug on the number four bottom plus the rust all over the outer jacket of it, makes you think this airplane was not maintained all that well besides