jetdriven

That aircraft has no HSI.

We found a shop that will install a larger jet and They can put the fuel flow wherever you want it. And it’s legal. I’ve seen it a few times now if somebody installs either a power flow or an engine monitor on an engine with a power flow and find out it runs way to lean at takeoff power, you need to supply more fuel because the exhaust scavenges better

For example. From this. https://www.faa.gov/documentlibrary/media/advisory_circular/ac43-210.pdf

It’s not legal doctrine. It’s not case law. It’s administrative law and somewhere in their FAA handbook and procedures manual they won’t approve it. If you want to develop your own data you can do that.

The stc is proprietary information owned by someone. You can’t rip that off and use it as approved data for your own field approval. Try submitting it to the FSDO and they’ll tell you.

You can’t use STC data as “approved data” to gin up your own mods because you don’t own the data and didn’t pay for it.

He wanted 100k for the STC. And if you do the math, he was far above a reasonable number.

Nobody’s looking at the fuel flow in a screaming eagle ovation. They’re too busy laughing and pointing at at the Airspeed….pilots first owners 2nd !

Or the same minima. 1-1/4. You are claiming it’s higher. I think you’re wrong. Also. It’s an LPV. It’s not dive and drive. In fact you can’t even do that as it has no circling minima. You could use LNAV minima but it’s way higher. And they have equipment for lower mins, so it’s nonsensical. Also the 1280 ft mandatory restriction 1.4 to threshold. the Cheyenne has a KFC-300 autopilot and it’s coupled to the glideslope. The Mooney has a century IIB and a stand-alone altitude hold. It won’t follow a gradient path. .

We found one shop that had the DLC Lycoming lifters. We got the prop strike teardown to him and they put in a new cam and these lifters. Supposedly Lycoming Is shipping them now. Spruce showed availability a few weeks ago. They have 48 in California right now. 15B26588 is the P/N. I wouldnt put anything else in a engine build

Why would the minima be higher for a 135 airplane? And how do you know N108UC is a 135 airplane? You’re trying to make a distinction that doesn’t exist.

What’s the legal visibility for a category B or C airplane for the LPV 14? maybe they didn’t see anything at DA and that’s why they went missed. Also. Ceiling isn’t controlling for minimums. Visibility is.

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 !