jetdriven

That the T-9088 style. where does it say it fits J model and newer?

But now insurance companies are charging 250$ to attend the Mooney safely foundation instruction clinics. And I know for a fact they don’t offer discounts for attending the training as well.

Bob’s plane had low hours but it was under flown. After a couple years the cam spalled and it was discovered on a prop strike. So he majored the engine then. From what I remember talking to him he was struggling with high CHT’s and oil temps. The inlet/exit ratio was wrong snd it didn’t cool properly.

Actually it’s the Ovation and later that have the P-shaped T-6088 seal. Earlier versions use a BA-1706Mwhich is a triangular shape seal with the foam around rod and in the middle of it.

Yes, but the G5 attitude indicator is not primary for the century auto pilot attitude.

You can replace your unit with a new Zeftronics or PP unit, you just need to terminate the wires on the terminals of the new voltage regulator. I paid to have a couple of the old style repaired, and it basically cost as much as the new Zeftronics unit which is probably more modern electronics anyway. It is either four or five wires. I have a diagram that shows what goes to which pin.

A64, how many hours are on your airplane engine and how old is it?

I’ve never really seen an STC where they require some designee of theirs to perform the work,

Thank you for the link, that’s like 900 bucks cheaper than aircraft Spruce

Our shop recently did a PA30 twin Comanche. Before. After. The GTN750 and the GNC255 were done before I got ahold of it, but everything else is ours

By the energizer starter and a new starter adapter. The rebuilt adapters and the iskra starters are total crap And they’ll leave you stranded somewhere then you get to pay it again

Normal cruise mixture. Burn off 30 gallons then plug the actual fuel used, the JPI fuel used into the formula

It appears that hose has a 90° fitting on it which is a no-no either of the inlet or the exit of the transducer

Now you’re talking about a narrow deck case, and 7/16 valvestems which have a 1200 TBO and all that. So it can get even more expensive quickly.

It quickly spirals into a major overhaul, but if you’re talking about pulling the case having it welded and reassembling everything with new bearing, rings, gaskets, it ranges from about 8000 bucks if you do all the labor to probably twice that if you have a shop do it.

Id love to know where your buying. The 2G5s plus the GAD29B, GMU11, and the GTP59+GAD13 is 6600 plus shipping. There’s another $200 worth of wire, circuit breakers, Pitot static tubing, ring terminals, solder sleeves. And someone has to install it. It isn’t free. So, if you have an invoice less than 10k for two G5’s installed, I’d love to see it. And I can’t see 275s installed for that since two boxes with the two units alone are around that.

A G.I275 and a g5 are not reversionary for each other. Which is why you have to pick a pair of one or the other. 2 G5’s plus he hardware to install it is over $7000. And it takes labor to install that stuff. They say 25-30 hours but it seems to take more. I’ve only installed two GI275s, but the AHRS version 4400 bucks, and AHRS+AP is 5k. So ten grand in hardware again, plus another good bit for materials, plus labor. The going rate around here for a pair of those is about 14 grand. I thought the STC for the G5 requires it to be installed in the pilot center position if used for primary attitude, and for backing it up it has to be primary. But I could be wrong.

The originals are made from urethane. Same stuff as car bumpers.

The issue there is neither unit is a reversionary backup for the other.

You must’ve got the deal of the century because the hardware is about 10 grand, in fact 2 G5’s cost about 10,500 installed...275s are more like 14k.

I don’t know anybody that’s torn one down yet but according to the guys at Lycon, it fixes the problem. I’d run them.

There are a few variables. But in the past few years, just noting locally, pretty much every engine I know that is torn down shows signs of cam/lifter distress. The latest was a 252, which had corrosion on the lifters and cam, was allowable by Continental. But all the Lycomings displayed spalled lifters. Buy an engine, take a chance. But this board is full of people with the same story.

There’s no guarantee of that, in fact some people have flown their airplane more than once per week and after a few hundred hours had to do it again too Such as @aaronk25

I find it disturbing that loss of pitot input and loss of GPS data causes the AHRS to outright fail. That stuff should be bulletproof because they tell you you can remove everything else on the airplane but those two devices