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jetdriven

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Everything posted by jetdriven

  1. jetdriven
  2. jetdriven
    Follow the service manual on this. Scarf back the sealant in the area. Wipe with MeK to clean. Apply adhesion promoter pr-142. Apply pr1422b for fillet. Let dry. Then wipe and apply 1422a. Then top coat with buna-n. I just Did this and I fixed it.
  3. jetdriven
    i think one of those iced up and crashed near Nashville a few years back.
  4. jetdriven
    Anytime you open the static system, you need to do a pressure test. And A&P can do this.
  5. jetdriven
    He has made dozens of comments that “lack credibility”.
  6. jetdriven
    The left set on this photo looks like a spalled lifter and accompanying cam damage. Look at those carefully.
  7. jetdriven
    Doubt it. Turbine airplanes are a much higher standard.
  8. jetdriven
    That boom is airframe failure.
  9. jetdriven
    I think there’s less reused split lockwashers coming loose than reused internal tooth lockwashers.
  10. jetdriven
    Because they reuse them.
  11. jetdriven
    If it’s an equivalent part but not STC it’s still not a major alteration, so no 337. These are vintage aircraft, you can often make substitutions.
  12. jetdriven
    It’s interesting. You’re one of the first to do an all 275 panel. A stand-alone GI-275 seems a good deal more expensive than a JPI-900 and a smaller screen.
  13. jetdriven
    The internal tooth lock washer holds better, but yes one time only.
  14. jetdriven
    Even the small g3x? Interesting. What’s reclaim in cost for these 3 275s and one being an engine monitor?
  15. jetdriven
    It almost seems like 3 GI-275s cost what a G3X touch would.
  16. jetdriven
  17. jetdriven
    Something would have to rip the cover off and then snag the lanyard to pull the hitch pin. That’s a lot of stuff in sequence. oh actually look at the photo again. The hitch pin is installed in the shaft. But the handle is tripped. It looks like the hitch pin was UNDER the handle. The handle couldn’t even be in the proper stowed position.
  18. jetdriven
    The theory doesn’t account for the missing hitch pin to hold down the emergency release handle. That handle is clearly tripped. It will release the door pins when pulled.
  19. jetdriven
    that engine was still running, and the cam, although pitted, was still rolling along. and would continue to. Show me one that caused the engine to have to be torn down, because theres hundreds of Mooneys that have, for flat tappet cams.
  20. jetdriven
    G5 is a major downgrade from the Sandel. I was personally told that by a garmin rep at OSH. the Sandel is an EFIS while the G5 is a HSI.
  21. jetdriven
    take it. roll on a few more years.
  22. jetdriven
    Ive asked a few overhaul shops. None have had any issues with roller cams or lifters. They've been in the field for 15 years now. Do you have a source for this claim?
  23. jetdriven
    the tiger engine is not very succeptible to lifter spalling and failure. The Arrow is very likely a roller cam motor. Lycoming began those in 2005.
  24. jetdriven
    there are 2 or 2 different Floscan 201 trandsducer K-factor ranges. some are 28K ish, some are 24. some are different than that. the EI red cube is 80k something as well., the color of the plastic cap where the wires comes out tells you which model it is. Also, usually the k factor is engraved, stamped, or ink stamped on the unit. but yes, if you dont know the K-factor, set it to where the takeoff FF is close, then burn off 30-40 gallons, and use some math to determine fuel actually used vs fuel it thinks it used, and hone in from there.
  25. jetdriven
    When were these two engines built?
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