jetdriven

you can get a factory door seal from LASAR now, and aside from the newest thin wall Gee Bee seal, its the only thing that works.

For best climb rate, don’t reduce the prop Rpm , all it does is take away performance. It actually increases cylinder pressure and then you have even more of a heating problem. There isn’t really a takeoff limitation on this powerplant at all if I recall, but you may need to limit manifold pressure and raise the airspeed up in order to keep it cool enough to be acceptable. And 400 is not a limitation it is a arbitrary limitation set forth for continuous operation by a large percentage of pilots, but if it comes to reducing power and keeping the CT below 400 or leaving it all the way forward and clearing the mountainous terrain, you can bet which one is easier on the engine. You might consider climbing a bunch of circles over the airport before setting off on your airway because although you can turbocharge the engine, you can’t turbocharge the prop or the wing.

This also underscore the value of having a separate standalone VHF navigator for times like this. In fact, I thought it was required in the STC to have either a second GPS or a separate standalone VHF navigator for IFR installations of GTN navigators.

On his airplane, there was rivets through the spar and through the Bracket. It’s not as simple as unscrewing anything unless you want to drill holes through the spar and you really don’t wanna be doing that.

The bracket mounts to rivets that are through holes in the spar so it needs to be the same Bracket, you just gotta find extinguisher that fits it. The newest version is the A344T.

You don’t need to chromate primer the floor, the alclad aluminum is fine. Just make sure it’s mostly cleaned off. Also, there should be a plastic trim ring around your fuel selectior and there should be screws going through the carpet through the trim into the metal to keep that area clear. As others have said, any screws or anything else can jam the fuel selector.

If you’re gonna use Velcro, you might as well just save the money and not do anything. Because the Velcro glue either will come off of the floor or it’ll come off of the carpet the first time you pull it up. And both pieces will be still be stuck together on one side of the other. The factory solution was worse. They just glued down some foam and then glued the carpet to that with spray glue, which is really a pretty awful idea. Snaps may not be the only way to do it, but it’s the only way I’ve seen that does it right. It retains the carpet keeps it from skidding around and ripping the screws out of the trim Ring off of your fuel selector or when passengers get in the carpet skids forward bunches up in front of the copilot seat. but you gotta pull the belly panels off so you don’t drill through wiring harnesses and then you screw the suds into the floor and then you peen the snaps into the carpet

Put snaps in the floor and then snap it to that. Also, a little pissed at SCS because the carpet they have used to be high-quality but now it’s literally cheap Home Depot carpet with the heavy jute backing and only comes in about two different gray colors super light and super dark and then black and then there’s not really a lot of usable color choices here.

Hopefully the welder used the proper filler rod and a Tig with a Lanthanted tungsten. Plus that pipe was cracked almost all the way around. That pipe is 300 series stainless steel, and its mandrel bent around a curve, not commonly available in Foley AL. Anytthing ca be fixed, theoretically, but I would replace that part ASAP.

What are some of the things you don’t like about it ?

My hanger mate just had his plane painted at Hawk and it looks really good but out of the gun. I think it was upper 20s, but he had some extra things like stainless hardware and some stripes and stuff. I called Joe. He still remembers me. I’m the guy that showed up with 33 pounds of vinyl to make 33 stripes.

And they will sand all the alclad off of your plane and paint it with alumigrip and Napa thinner for that.

For a JPI 830 we had to program it as an eight cylinder because the RPM shown was twice what it was

we've been hearing this for 5 years now. ....

You want to collar the circuit breakers you may need to pull in a hurry, like In case the airplane tries to kill you such as the auto pilot circuit breaker, and electric trim, but for the GFC500 it doesn’t matter because it’s only for the manual control of the electric trim. The auto pilot still controls that, the AP circuit breaker will do that. And then you want to be able to reset the field to get the alternators to start charging again. Other than that, you just want to do like in the Boeing they circled the breakers in white that could be load shed in case of electrical failure. The airbus has no white circled breakers because if you have complete electrical failure, you’re going to crash anyway. You might as well enjoy the view instead of pulling breakers.

It’s covered over with fiberglass. Standard layup technique. The airbox has a flat aluminum piece riveted over the hole left by the stack piece that’s removed

I have all the Dukes hardware that came out of our 77J including that cable. If you’re going to convert to the Eaton unit, go ahead and go all the way and get rid of that side crank and put the floor pulll handle in the airplane and then you can free up some space in the left side for a pocket,

We’re paying that on a J model and we have owned if 14 years and I got a bunch of hours

Juan Brown’s video pretty clearly shows that the tail wheel wasn’t locked, as soon as it touch the ground it spun 360 and then the plane headed left. But it was probably mostly the fact that the right brake failed because the hose came unscrewed when the gear went up. It’s amazing how such simple small oversight can cause such disaster.

Yup. I’ve seen two magnetos at air races that fell out of the case. The pilot adjusted the timing and then tightened it back down. Luckily they were two separate mags, but still.

We just did that and we retrofitted a newer style Avionics products (Eaton) actuator. You’ve got to convert the plane and it takes some extra stuff to do that. We also have the Dukes actuator that came from our plane and an Eaton actuator here.

It contains more energy per gallon, so the range is either the same or slightly more for the same fuel load in lbs.

The FAA published an AC about shoulder harnesses and it basically said it’s a minor alteration unless you make major changes to the airframe. And even if the mounting point doesn’t meet the pull requirements it’s better than not having it.

Do you have to yell, wtf is wrong with you. And try to type legible sentences also. It hurts to read shitposts like this

Who is martin pauley