jetdriven

carbon fiber reinforcement fixes that. The carbon cowl will weight about 60% of the fiberglass version. hopefully they optimize the inlets and outlets. Because theyre both about twice as big as they need to be.

Yes, as temp increases, RH decreases. But the total grains of water per cuft increase. More water more corrosion. Short story, warmer humid air is corrosive.

the oldest roller case is 2005, so I dont think many cases are that old. I got two of them, both new cases. I also have a core engine 2006 roller case in my shop. A field overhauler can build that too.

skip is right.one is in my shop right now and i got the 116 hoses for both. a little more room

Yes I remember that theft, because my GTN750 was under the owners desk, fortunately, they didn’t look there. When they activated find my lost iPad, there it was, and they found 300,000 bucks of stuff in the U-Haul parked in front of the house. The stuff was all headed for Mexico. People pay half the value for cash no questions asked, and it goes away for good. Luckily, they recovered most of it

Check the exhaust baffles. Where are you located?

I’ve noticed after about 25-35 hours on XC oil, that the oil consumption goes up a little. From about a quart every 10-12 hr to a quart every 8. I’ve heard it’s the VI improvers shearing down. Not a big deal.

I just measured this K model here in my shop, and it looks like 2 1/2.

But you’re not getting your cylinder back, right? I think the economics of overhauling your first run cylinders are pretty good, but if you get somebody’s 8000 hour cylinder I’m not sure if there’s any economy there. Now you have a 1500 hour engine and that also sways it in favor of that as well

I second the SCS carpet. It makes airtex look like Home Depot carpet. I think airtex really is Home Depot carpet but the SCS is very high-quality.

How much cheaper is this than a brand new factory Lycoming Nitrided cylinder?

Well, if you believe in fairytales, then preach on about how an airplane that bigger than other currently flying aircraft and has a smaller engine, but somehow will be pressurized and fly much faster and much further on less gas. It’s simple physics here and the reason why none of us attempted it before is because it’s not possible with today’s technology. Now go look at the Mizar and the Bonney Gull and even the Bugatti 100P, you’ll see some striking parallels here. They don’t end well, but there is still time for him. I would say probably the first thing to do is change test pilots, because this guy is too emotionally invested in it and when the time comes to bail out of it or cowboy it in, or whatever, he’s gonna think about how much money is going to cost him, and how far back to project is getting setback. Hesitation kills. And I’m not even sure if he has that good of a background in test pilot flying. To the real professional test pilot it’s just a job...they are separate specialties here, and he needs the best of each. No no, I suck because I’m a Debbie downer, I’m here telling you that night follows day

Im taking care of a Twin Comanche, which is oddly efficient, for what you get for 17 GPH, but he said he has a gear AD where it all has to come out every 2000hr?

regarding stability, It can be a lot of things, like canard incidence. or the canard airfoil. But he has several grave issues such as being overweight, underpowered, overheating....it's just this guy has pursued this project way too far. And seldom does the guy who engineers everything posses the right test pilot skills to actually fly it as well, there's a different skill sets and I do not know how many people actually have that. All these guys with auto engine conversions, and every damn one of them seems has overheating and other serious issues. Maybe we can just admit and be honest with ourselves that aircraft engines are designed for aircraft, and auto engines are designed for automobiles, and without basically a complete redesign, those two are different requirements and different designs and have no overlap. We should call this aircraft Mizar 2.0.. or Bonney Gull 2.0...It's going to end the same or in a similar way. That thread on Beechtalk said this 4 years ago.. Physics and math are hard, but not that hard. there is no way to deliver 230KT on 7GPH and 130K. pick any one, but not two and certainly not all three.

except the efficiency. Ive flown plenty of Comanches and the 180s are underpowered and the 250's are not as good on gas. But a fine airplane overall, just a different market segment.

You can buy my IO360 roller case and you can get it that way to. But there is long-term data on DLC lifters, they’ve been out in service now for a few years, and really nobody’s reporting failures at all. Quite remarkable

use a glow stick, its what electricians use to pull wire. HD has them. https://www.homedepot.com/p/Klein-Tools-15-ft-Splinter-Guard-Glow-Rod-Set-56415/204178243 I pulled wire for a 3-light strobe Whelen 600E strobe system with these. Theyre flexible enough to work into the wing from an inspection panel.

the STC certified unit has a different part number. that may be the only difference, but its something to overcome and explain.

The HSI version is three grand plus the GSP13 and the GTP59 oat, that’s 500$, there’s $60 in canbus cable $60 in breakers, $60 for the 2 G5 adapter plates, another hundred bucks and wire and connectors and stuff

I’m doing a 2 G5 install later this month, but just the parts and hardware it is almost 7 grand

There is a backup battery test the GI275 runs. We got almost two hours from it. Also the GMU11 is powered by the GI275, so you get that for the full duration of backup battery. you should be doing regular capacity tests of your ships battery If it doesn’t thane 80% capacity it’s not airworthy . My last prebuy it lasted 7 minutes...Like 10% capacity...The seller bought him a new 600$ 28v battery also, gear down at alternator failure may not be the best idea. You may need to fly 200-300NM for good VFR weather and it would be most efficient at 125kts and 7 gph. Vs the 110kt and 11 gph. Which will take longer than most backup batteries for AI’s. And certainly longer than than the ships battery. And you can’t retract it with the emergency system. So keep it clean if you need range. It cranks down fine.

Is there a way to only get the service during the winter time? Because I’m paying for service for a whole year but I really only need it for half.

I have the manual, send me an email I’ll give it to you. The GI75 do not use canbus for inter-device communication, they use HDSB, which is like ethernet, but without the RJ45 plugs on it. I have installed one of these already.. You want the GMU11 heading sensor going to the ADI, and then you want the ADI on the master switch, that way if you gang bar the airplane you still have independent heading through the attitude all the ADI, but it comes on and aligns while you’re starting..

On the right side of the accessory case, it’s about a 7/8 inch hex that’ threads intro the case.

The Vernathetm threads into the case on the Moonsy IO360 series. You can remove it and throw it in a pot of boiling water to see if it expands thevquarter-inch required, it must expand to force oil through the cooler. Also, There is a way to check the sealing of the end of the Vernatherm to the seat inside the accessory case, lycoming rents a tool to resurface that if you need it @cnoe is more versed on that