jetdriven

Interestingly the 737 has no EICAS system. Like the 1978-designed 757 that is out of production.

Take it to a shop that makes speedometer cable’s and have a duplicate it. Owner produced part. It’s a pretty simple speedometer cable.

Get yourself a $2 million umbrella policy and quit worrying about this stuff. How do you people enjoy their lives looking over their shoulder so much. If I were such a worrywart I wouldn’t have an airplane at all. Planes crash sometimes, people get killed.. motorcycles crash. What bothers me the most is running over a pedestrian in this crowded city.We have a good insurance policy on the airplane, a good auto policy, we have an umbrella policy. try not to crash, enjoy your life. We had a friend who built a Rutan defiant and when he was done playing with it (it never stopped overheating), he chopped it up and threw it away. He said to avoid liability. Although I’ve never even heard of a successful or even the filing of a lawsuit against the homebuilder for negligent construction. Its like a made-up bogeyman that controls people’s major life decisions.

That’s another 35$ an hour or so. Or $3500 per year. Don’t forget the two grand a year for paint and interior refurbishment. That stuff comes later but when it comes it comes big. Also how about radios, you know $30k worth of radios every 10-15 years that’s real money too. It’s a 2 to 3000 bucks a year in unscheduled repairs. Because of this, I think it’s pretty accurate. Or else you don’t spend any money on repairs for a couple years and then you spend 6000, but it still happens. Nothing on an aircraft will go two thousand hours without some form of attention. I just spent eight hours diagnosing a friend of mine’s intercom problems. It’s fixed now. Bit it wasn’t easy. Buyers severely ding aircraft that haven’t been upgraded or the paint, interior, and radios are worn out. . I don’t get how people think they can pay the insurance bill, the annual bill and put gas in it and call that all good, that’s only about 60% of it. There was a guy that stopped by my hanger the other day. He used to have an M20J, picked her up at the factory new himself. I said why did you sell this airplane since you love it so much, he said well the engine was due and I didn’t have the money for it. So he sold it. 17 years to save up the money for an overhaul, or pay the airplane off enough to borrow against it for the overhaul. But nope. He realized the $40,000 extra in cost of owning an airplane in the discount that he gave the buyer. (

Airplanes do not sell like this. When you get to 100,000$, you start looking in a different class of airplane all together. Again with M20J models when they get to $200,000 you don’t look at J’s anymore you look at A36s or something. And at 400k you dont shop for a 1978 A36 you get a new Cirrus or a SETP. All of these over improved “forever” airplanes have one thing in common, they can’t sell for nearly what they cost to build. Which is why people don’t build them very often like that. Jet for the seller, but if everyone can just go buy an airplane and over improve it, then add up all the receipts for it and list it and sell it for that, then it will be a viable model and I would do it too. It just makes me cringe when people rationalize something by saying well look how much it cost to build....of course he has to get that much for it. Not really. But I don’t think that the world is ready for $125,000 M20C. But there are some fools out there.

Im not sure why it wasn’t updated. It shares the same tube as the 737 but it’s longer, wider, taller, heavier airplane. Perhaps there aren’t many candidates for more efficient engines in the 45k thrust class.

757burns over 7000 pounds an hour, while the 737 max 10 is going to burn around 5000. But the 757 has tremendously better runway numbers, and it’s got a lot more range. They may be able to fly the max 10 to Shannon Ireland from EWR on the best of days, but the 757 goes to anywhere in Europe. 3300 miles of range versus 4500. So will the A321 neo XLR. So here is where Boeing went sideways, the 757 was obsolete, the 737 could not really be stretched any further. They did not have a Viable long range narrowbody midmarket airplane. Instead of spending 35B on a new plane, they bought 45B in stock back

I think he added up all his receipts since he bought it, added 20%, and priced it like that. I don’t think the world is ready for a 125k C model.

It’s current for my 1977 M20J. Its just early 70s design. Simple and blocky from that period

I’d like to see how that is proved. When a shop does poor maintenance, such as that recent magneto Falling off the F model over the Rockies, the shop told the owner to go away. The owner can’t prove they did something negligent. . It had flown like <20 hours since the previous annual.

Now you got me curious. Where does the ff sensor go on a 231? I assumed it had a fuel return line

Eric did you read the article where I posted where the vans RV 10 with the LS1 engine crashed? I think if auto conversions were ever successful we will see more of them, but in fact you see basically none. Peitenpol aircampers with model A’s notwithstanding

The widespread GPS outages in Florida for example this weekend. I think that’s still proof that we need radio nav in the airplane still.

Continentals are a different matter entirely. They have two. One to count the fuel through the servo and one to count the fuel returned to the tank. It subtracts #2 from #1 to determine fuel burned.

Hate to sound critical here, but those hard elbows both forward and after the red cube are major violations of the instructions. If you want it to read accurately, it can’t wirh all that turbulence going through it. You need straight fittings and gentle bends before and after the transducer. If it doesn’t read accurately, then the fuel remaining is off. And it’s off more at some times than others.

Piper Navajos and chieftains mostly. But there’s not I don’t think a single part interchangeable between these and an IO540 Lycoming. the TIO series are pretty highly stressed and are unique.

The TIO-541J2BD is Perhaps the most detonation-critical engine in GA.

The last LS I heard it was a RV10 up in Conroe Texas. It kept overheating. . Finally on the last flight the ECU kicked into limp mode and it’s really limited timing, fuel, and power, they barely made it back to the airport. Nobody knew that was programmed into there, but then again we don’t know what all of the tables in that ECU do. The LS1 came off and a Lycoming 540 was bolted on. below http://www.vansairforce.com/community/archive/index.php?t-38462.html psowh 07-18-2009, 01:45 PM Yes, its true, N730WL was damaged Thursday afternoon during a test flight and subsequent emergency landing. Pilot, Bud Warren and I were taking the 10 for a flight around the airport to check out a high operating temperature problem. We took off after a long taxi and climbed normally, however the engine temperature kept climbing even after leveling off. For unknown reasons the engine seemed to quit making power. Bud skillfully banked back toward the runways. Not a good situation. A discussion with Bud today leads me to believe that the high engine temperature may have exceeded an operating parameter in the ECM and the engine reverted to a low power setting. This has yet to be confirmed but obviously needs to be addressed if this is indeed the problem. Bud managed to get the airplane back to the airport sacrificing altitude and speed without stalling. Incredible job by Bud to get us back to the runway. However, once over the runway, we were too slow and the plane mushed onto the runway rather hard. We bounced and skidded to a stop on the collapsed main gear. Fortunately, there was no fire and Bud and I were able to get out of the 10 without any injuries, Thank God. Unfortunately, there was considerable damage to the main landing gear and the prop was destroyed. The steps kept the bottom of the fuselage off the runway while we skidded, so no noticeable damage to the fuselage skin or tail. The wings didn't hit the ground but there is some minor damage from the gear folding up. I haven't looked at the landing gear mounts yet or the spar. So I don't know at this ten seconds the full extent of the damage.

Is it fast oscillation , or is it slow.

You could try calling autopilots central in Tulsa. I just sent in my entire century Ii and they went through it. Wasn’t terribly expensive. They said the servo passed but I made them overhaul it anyway.. it cost about 1500 bucks. If they don’t know much about it then I don’t think anybody else will either

The reverse is also true for takeoff. You hold a lot of up elevator and then it’s similar to a T-tail piper arrow, suddenly the tail force overcomes the weight on the nose tire, and the nose will kind of abruptly fly up on you. Of course your plane is not quite ready to fly yet, so it makes for interesting takeoff.... the stall warning going off and behind the power curve with a 200hp engine. It takes 250lb of force to hold the tail down on jacks. The axle on the mains are further aft than that. soft field takeoff practice requires full nose up elevator, and as the nose begins to suddenly rise up, around 50-55 MPh, you relax a lot of the back pressure quickly to allow for a smooth lifting of the nose wheel. It flies a little later. B

Same here. It’s the only conforming place that fits.

lmk.

350$.

Question I have is will they ship this box to me. On bt the Garmin rep said those are required dealer installation