jetdriven

The annual was about six weeks ago and we have flown it about 25 hours since then, so I bet it’s still 95%. And yes, we’re required to test them at annual according to Concorde, but all the pre-buys and all the logs and all the previous owners and all the planes I’ve worked on I’ve almost never seen a capacity test written down in the book. And all the talk of the airport restaurant is the guy was flying along and the alternator off light popped on, and then four minutes later everything in the plane went dark and they cranked the gear down. But it does not have to be that way.

Did you notice if it cooled better?

I know what mine is, it’s about 95% of 33 amp hours. We test them all every year.

We had an alternator failure on the way to Oshkosh this year. Somehow, the damn shot that did the last annual didn’t inspect the output wire of the alternator, all all that well and the wire arch and burned off of the end of the terminal which killed the alternator. We flew about 18 more minutes and landed. But anyway, here’s the deal. Its electrical load is about 17 A in cruise and you can load shed it down to about 13. Now in that configuration you could fly it probably almost 3 hours. And not so with the Earthx. So when we got to Chicago executive, I took a Uber to the harbor freight and got a ring terminal and a hydraulic crimper and I stripped the wire and I fixed the airplane, or at least I think I did. I wasn’t really sure. But Oshkosh is an hour and 15 minutes away and my battery was probably about 80% charged. So I got the cowl back on, one man style, and I went inside and washed up and then the line guy is like I’ll walk you out. He said well if you start up and it’s charging what are you gonna do and I said I’m going to Oshkosh. He said if you start up and it’s not charging what are you gonna do, I said I’m going to Oshkosh. I cranked it up, it’s charging, I went. But VFR you can go a long way to someplace more conducive to get some repairs than Chicago PWK executive signature at 5 PM on a Sunday.

I visited these guys at Oshkosh a couple of times and I’m just kind of shocked at how far down the tailpipe sticks out. Now I think the reason for it is that it comes straight out the side of the muffler and it’s bent one time 90° and that’s the angle it’s going to exit at. If you look at a stock M20J tailpipe it has two bends in it. It has one bend that turns it aft and has another bend that turns it down. But anyway, I’m like the thing hangs out as far down as the gear door. He said well it doesn’t hang down below the airplane , but when the gear is up it hangs down 6 inches. Then he wants to claim that it’s so the carbon monoxide can’t find its way into the cabin inlet ob the side, which I don’t understand but anyway, I just can’t get over the tailpipe hanging down that far .

I’m a fan of lighter weight planes but I don’t skimp on batteries, starters, alternators, or magnetos. Compromise elsewhere.

Ours is pretty steady. It has a PS8E snubber on it.

One thing to consider is who the AME is. If you use a Senior AME with HIMS, they have a lot more sway with OKC. In my case, a phone call got me recertified under a CACI worksheet.

thats it!

Depends on who did the paint and how good that is. The engine is a narrow-deck and depends again, if it it has a reground cam and lifters or new, and new or rebuilt cylinders. it only has one nav, and that’s GPS only. Deficient for a plane in this price range. the interior looks good but cheap, like, vinyl and cloth Airtex. Fine for a flight school 172 but this is an expensive plane.

The gear walks all over the crank gear and trashes that and you have to remove the crank from the engine to change that ring gear plus it puts any pieces of metal into the engine as well, but yeah, it trashes the engine and people have taken to inspecting these things every 500 hours, but it needs to be good when it goes on as well. You can’t just slap it on there.

I hope somebody checked the alternator coupler per a bunch of service bulletins because if that fails, it trashes your entire engine. I’ve seen it happen.

Really the only game in town anymore is one of those 2 inch navigators from Garmin or a used GTN650 or GTN750. It’s not even good money to spend on a Garmin 430W anymore, and especially that goes true for anything before that. First of all Parts and supplies and repairs are extremely limited so your swapping out boxes all the time. And then eventually you’re gonna change it anyway.

I mean, Jewell also certified and inspected everything too, but then it came apart 100 hours later, and I haven’t heard of Wilson before and most people here have not either so it’s kind of the same thing. It depends on the reputation of the shop and the shop doesn’t have a very wide reputation. Now, if it were done by the factory or Poplar Grove or Zephyr or one of those places, then you have a lot more to stand on. We run into fishy engines all the time consulting clients on airplanes to buy. And frequently it’s like this. It comes apart two or three times in 1000 hours and the owner gets blown up each time because it never was right to begin with. Hopefully this time for you it’s better.

The policy they offered us was sublimits to all parties, not just passengers. They may offer different people different terms, but that was the best we could get from them. And it was probably 100 or 200 bucks a year cheaper than old Republic is who we have now but sub limits on passengers is one thing and sub limits to everybody else is quite another.

The only deal with Avemco is they quoted $100,000 sub limits on passengers. And it’s also 100,000 sub limits on any person including people on the ground. And if you think about that for a minute, it’s not really a million dollar policy anymore it’s $100,000 per person. You can at least try to control who you allow inside of your airplane and you have some kind of a deal for the hundred grand per passenger, but you don’t have that same kind of deal for people on the ground.

I asked the Miasile client’s insurance agent while we were on the phone driving up to the airport. I said “if we have an accident in this airplane, can you subrogate against me” and he said “well yeah but we never would”. I said “Let’s put that in writing then” and he says no. Like I said it was like when the mafia says they won’t burn your restaurant. But what theyre saying is they won’t burn down your restaurant if you don’t pay them and they haven’t had to burn anybody’s restaurant down lately for nonpayment, but it doesn’t mean they won’t. And for some of us, the asset investigation is a couple of emails, you’ve got cash, they want it guess what they will just simply take it.

Please do tell us how the overhaul went with Jewell, surprisingly enough people keep sending stuff to him, but you’re the third customer I know that had to replace their entire engine soon after. You’re going to have to be able to explain this history to somebody without having them take a lot off because first of all Jewell touched it, which means everything that came out of his door was total crap, and then second of all somebody else came along and installed rebuilt cylinders in a rebuilt case and the rest of it was disassembled and reassembled, but that’s not really a guarantee either. It’s just bad history is all.

why would an overhaul require an IRAN 100 hours later? Who did the overhaul?

100TSOH - Currently coming back from an engine IRAN (Watson Aero) to new limits (getting a new case + cylinders + overhauled crank) IRAN is not an overhaul, is it a major overhaul or an IRAN

240K is going to be the highest price ever fetched for a J with a 2200 hr engine and 5-6 P&I

If it's discrete low, then grounding it triggers the discrete function

231s are set up very rich for takeoff and full power but this doesn’t have much to do with the idle mixture. You need to setup the fuel injection system per the manual M-0. Follow the manual with calibrated gauges. But further. You want the metered (full power) fuel to be at the top of the range, and the un-metered (idle) fuel to be near the bottom of the range. Because the Continental Fuel Injection system runs rich in the midrange. Then, further, set the idle mixture for a 50 rpm rise. 250 is far too much. When we installed the electroair it needed a good bit of idle adjustment leaning. The electroair burns all the fuel.

Change the term open Pilot to uninsured because if the spouse is covered under the open Pilot, they will pay for the claim, and then they will subrogate against the open Pilot, which is the spouse, which is really the same “husband and wife airplane owner group” that they just paid the claim to. People confuse open Pilot with insurance, it’s not. Open pilot warranty clause pays for the damage to the aircraft, but then the insurance company simply goes to the open Pilot For reimbursement. I don’t think a lot of people understand this. If you operate an aircraft covered under the pilot warranty. You are flying uninsured. Or put better you are the insurance guarantor.

No, the battery minder is not gonna be adequate for the constant current recovery charge. You need a power supply that will put a steady 3.5 A into it and up to about 16.5V for 18 hours. These automatic chargers taper down the amps as the voltage comes up and then they stop and go to a float cycle. You purposely overcharge it for a reason. But however, on Amazon, there are several power supplies that you can use to constant current charge it with. I’ve also seen the recovery charge take these things from 50% up to 75 or even 90% capacity in the re-test. Maybe it just reforms the lead on the plates but it’s something that pretty much nobody does but it’s really important. we use this at the shop. https://a.co/d/3I3JzYY