jetdriven

Ours is an A3B6. Different accessory case. The oil port is under the right top engine mount

Ridiculous. Adsb and full panel installs got avionics shops quoting FUPM pricing.

Lancaster avionics wants $4000 labor to install a G.I. 275, primary attitude indicator

The log entry will say something like “replaced INR720P rectifier in alternator” vs “replaced alternator” what kind of alternator do you have? A 1965 M20E could have an Interav (Motorola), a Plane Power (Nippondenso) or something else.

A new alternator is like 500$ while the diode Bridge is 21$

The plane power Nippondenso alternators Diodes will go bad. But they are pressed together and are not replaceable. Diode pn is INR720p

You lose 2-3kt going LOP from ROP, So if you look at the book power settings and fly them LOP you’ll be about 5% less. Personally I fly full throttle and 2500 RPM LOP all the time. Higher is less HP, but I always use as much as I can get.

You lose 2-3kt going LOP from ROP, So if you look at the book power settings and fly them LOP you’ll be about 5% less. Personally I fly full throttle and 2500 RPM LOP all the time. Higher is less HP, but I always use as much as I can get.

It’s les efficient. mostly because of the lower compression ratio. I think the LOP HP numbers are only accurate to about 50 LOP.

What’s the horsepower constant set to. Mine is set to the max of 300, and it’s still showing too high %.

It says set the plane at 75% power then adjust then %hp at 75 by adjusting the HP constant . But I set mine at the limit of 300 and it still shows 85% power at cruise and 115% on takeoff. Ir a worthless feature

I think the wires to it break at the case long before that happens

Yes. But 1900$ vs over 4500$. . And we didn’t want to cut a new panel until we do the G3x touch. the -900 wouldn’t fit in the space below the gear handle. We measured it and made a wooden block. It physically couldn’t fit.

I posted a picture of the 45 angle restrictor fitting on a A3B6. I also removed it and reinstalled it in place this last annual. the 1977 is a real pain in the ass regarding oil pressure. You have a mechanical gauge in the factory cluster and a hose going to it. The only way to add the JPI oil pressure sender is to order two hoses for around 350$, put a Tee fitting in it, then thread the JPI sender into that. Now, instead of a oil pressure hose behind the panel, you now have a NPT Tee fitting? And two -4AN to NpT fittings and a sender there too. Too much for me so what so did was source a 1979-1985 oil pressure gauge and sender. I installed that in place of the mechanical gauge in the Cluster, then ran a short hose off the accessory case to a Tee fitting and two electrical senders. One for the factory gauge, and one for the JPI.

That 45° fitting came off of my IO360-A3B6D engine. There is also a bushing called a Timesert, I used this on my fuel bowl when I stripped it out. You might look into that as well. It’s a NPT bushing that works similar to a helicoil. But it’s a solid bushing with threads on the ID and the OD. The kit is 100$ but I may have it around also.

If you can get the guts of the oil filter accessory housing out of the accessory case, where you can access behind the hole with a rag to catch shavings, you can maybe re-tap that NPT hole a little deeper. However you may run into clearance issues with the fitting sticking in the hole too deep and interfering with that spring in there.

Yes that Aircraft Spruce part is the right one to have. I have one in my hangar that I did not use. And I do not think I returned it either. You can thread it into the case with a crows foot. use permatex aviation sealer rather than Teflon tape. I’m not aware of a straight oil pressure restrictor fitting available anywhere.

Yes you already posted that. The one with 1800 smoh and a welded case, reassembled by corona. We saw the logs on it. Your ad states 900 smoh.

Link?

You should read what JPI says about their Floscan transducers, it has a big tag on it says NEVER BLOW AIR THROUGH in capital letters. And to top it all off, some carb cleaners can damage the turbine wheel inside there, you know it’s plastic.

I think it’s actually true airspeed that determines the bank angle. KIAS varies due to altitude, anyway.

That unit, however is going to cost nearly 5k plus install

At 100kt it’s ~17 degrees of bank. At 150kt it’s -~22 degrees. or, ~20 degrees for everything.

Maybe you need a different shop , maintenance philosophy, or SOP’s? oil changes are 50hr, and I don’t know of any engine that requires cylinders or mags every 500hr. Get a good overhaul done by a good name shop and run it 2000hr. There isn’t anything better or else we would be doing that.

In the case of the Delrin Lycoming fuel floats, there were many accidents caused by the float filling up with fuel and causing the engine to stop. They refused to respond to discovery. And when they did, the plaintiff found that the company knowingly concealed it and had lied to the court about it. . So when you say “Tort reform” and “limit liability” you are saying “take away the ability to sue”. Careful with that. It works great until you or someone you know is harmed or killed.