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jetdriven

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Everything posted by jetdriven

  1. jetdriven
    You can’t connect the transducer to the an824 tee. It is a flare while the transducer is NPT
  2. jetdriven
    There’s. PA28 arrow between them.
  3. jetdriven
    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 !
  4. jetdriven
    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.
  5. jetdriven
    No
  6. jetdriven
    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.
  7. jetdriven
    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.
  8. jetdriven
    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.
  9. jetdriven
    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.
  10. jetdriven
    They are the best
  11. jetdriven
    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.
  12. jetdriven
    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.
  13. jetdriven
    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.
  14. jetdriven
    Maybe everything else is over priced
  15. jetdriven
    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
  16. jetdriven
    That’s the part I don’t understand, Why have gain settings at all,l?? just program the controller to have the gain setting value hardwired in, gain settings are meant to be tweaked for the specific airframe combinations. Seems like a copout on the manufacturers part.
  17. jetdriven
    You sound like a very thorough troubleshooter, and it seems like your oil pressure transducer is the issue. Do you have a JPI that shows oil pressure as well? That is something You can cross reference.
  18. jetdriven
    That’s part of the problem, the Naca duct is inside the prop arc and exposed to the sun. And different probes will vary different amounts because of this. I know for certain Davtron says to mount the probe outside the prop arc and in the shade. I think JPI does too.
  19. jetdriven
  20. jetdriven
    Just take the I-10 corridor, and ask the controller for flight following through the Corridor. Also, pick an odd altitude number like 14 or 1600 because everybody else uses even numbers around there. General etiquette as you stay on the right side of the highway when you have room from the class B.
  21. jetdriven
    I think you meant the speed increases in a spiral, and that’s the problem…..the plane is so clean if you don’t get the lift vector pointed up and pull 3 Gs on it you’re gonna go through Vne pretty far.
  22. jetdriven
    I think you meant the speed increases in a spiral, and that’s the problem…..the plane is so clean if you don’t get the lift vector pointed up and pull 3 Gs on it you’re gonna go through Vne pretty far.
  23. jetdriven
    I wholeheartedly endorse stalling them during training…but inadvertent stalls at low altitude never end up well. Hence the normal operation part, just don’t allow that to be something that develops.
  24. jetdriven
    I’ve seen a few of these Doghouse M20C’s and they all run hot. Add the power flow makes it even worse. You’re making more power from the engine without an associated increase in full throttle fuel flow. Turning the carb up helps. I suspect that relocating the oil cooler helps. But 420 at 1000’ seems to be the norm. Powerflow seems to make that worse. I’ve got a 1968 O-320 Cardinal doing the same thing. Now we’re sending the carb off to get the main jet richened up ans gonna make the baffling 100% airtight. It will help but it won’t run cool
  25. jetdriven
    Google the tail number
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