jetdriven

there is also an Alodine pen. no wipe off. let it dry, then coat over it

Let’s examine the certification standards and the gust loading. Then examine how many m20 airframe failures There have been. In short, outside of a thunderstorm or wake turbulence, you aren’t breaking the airplane at any airspeed under redline. Va and maneuvering speed and full control deflections are another issue altogether.

The Lycoming overboost guidance is pretty serious.

The yellow arc is normal operation. Don’t fly there in severe turbulence, but otherwise use it. Lots of these planes cruise in the yellow arc.

i wouldn t attempt to spray anything in the hangars we got, even a rattle can spray job of a small bracket. That spray can carry a very long way and next thing you have 3 other plane owners demanding a repaint on their plane or a sand and buff because of overspray. This goes even for hangars with real walls.

Id mount the Aera660 in portrait mode before mounting an ipad. Also, the standby instruments are not in a good location and the primary G5s are too far left.

The vast majority of the 201s were built in 1977 and 1978. Over 400 each year. By the 80s it was under 100 and a few years only 25 or 30.

Today I ripped the oil line from behind the panel. Converted to an electric oil pressure gauge.

is your airplane not airworthy if you dont do it? What makes it mandatory?

Far and away the best big Continental engine shop in the country is Powermasters in Tulsa. Call and talk to them. Youre getting 7-8K of TDI money, apply that towards the overhaul if you do that. You should get all that credit. If it were mine, I'd have it split open. Evaluate, if the cam and lifters are good, swap them anyway with NEW, and reassemble. Its a fresh 700-hr IRAN engine with 450hr cylinders. If the lifters are shot, OH the whole thing, it trashes the pistons, oil pump, accesory housing, cam, etc. My engine is a 650hr SMOH, 208hr since IRAN but the only non-new part is the crank and oil pump gears. FWIW its worth it to pre-emptively remove the lifters on a Continental every few years and inspect. You can often save the cam and an early engine demise for the cost, its money well spent. If you run a Blackmax engine dehydrator you wont be worrying about pitted and spalled lifters in the future. is 500$ but much cheaper than an overhaul for a 700-hour engine.

There is a remarkable about of downplaying the seriousness of a firewall and the penetrations through it. For starters, check your sources, a TSO C53a hose, the kind that carries fuel, must withstand a 5 minute direct application of a 2000F flame 5 inches away for 5 minutes. The firewall and all fittings are rated for 20 minutes of something similar. Now, like I said, older airplanes are what they are, copper tubing or TSO hoses behind the panel for fuel and oil, no shoulder harnesses, single vacuum pump with a lazy turn and bank indicator for the backup. You upograde them to newer standards when you can. But the justification for adding an uncertified fitting in a safety-related function becuause its "easy" or "looks spiff" is inexcusable. The rules are there for safety, and once you know about it, you know. A grommet with some Permatex red silicone will burn through in less than a minute. This fitting is good for a couple minutes longer. Usually you are more than one minute away from a suitable landing site. Its your plane, but your passengers donrt get to make the same deliberate decision to, or not to, compromise their airplane. from: https://www.aopa.org/news-and-media/all-news/2006/january/01/airframe-and-powerplant What's the difference between fire-resistant and non-fire-resistant hoses? A fire sleeve. There are two types of fire sleeves — the slip-on and the molded-on, or integral. The minute a woven fiberglass slip-on fire sleeve is properly installed over a rubber tube or Teflon tube hose, that assembly becomes fire resistant. Slip-on fire sleeving has a bright-orange exterior while the integral sleeving is colored a rust brown. TSO C53a requires that fire-resistant hose assemblies be able to withstand a 2,000-degree Fahrenheit flame applied from one-quarter inch away for 5 minutes.

Fire sleeved hoses meet the same spec. Cowling doesn’t matter, the airplane can fly with a meting cowl. But any breach in the firewall with fresh holes cause by an unapproved part installation can be the reason the cabin fills with smoke and noxious gases, which leads to incapacitation and a crash. You really don’t have much time anyway. I can’t believe the pushback and excuses in getting on this.

The factory wrapped it with fire sleeve and tied the end down with safety wire. They did a lot of things back in the day. Olde Mooney’s like mine have a mechanical oil pressure and fuel pressure gauge with the hose behind the panel. I did convert it to the electric oil pressure gauge and rid myself of that line. A firewall is for safety. It could be improved upon, yes, but adding holes and non-steel fittings compromises it. The previous installation of an engine monitor used a rubber grommet and some red permatex silicone. The new JPi I’m installing runs the wire through a steel eyeball fitting.

The firewall is stainless steel. It’s designed to last against a direct flame for 20 minutes. Putting holes and aluminum fittings in it, compromises it. Some of those aluminum fittings melt in one minute.

ThOse look pretty slick with but the aluminum melts quickly, not really firewall standard

They were all 14v until sometime in the early 80s

I thought the M20C carburetors have no economizer circuit?

Gee bee may be making those. Ask

there are two small FM01 fuses at the back of the dimmer, those may be the problem

How did they justify that? I mean, its hourly rate X hours, plus some shop supply fees, etc, right? Wow..

Retrofitted one of these, you can too. https://rover.ebay.com/rover/0/0/0?mpre=https%3A%2F%2Fwww.ebay.com%2Fulk%2Fitm%2F271906083092

There’s a Southco 100 fastener. I don’t know if they make those anymore. What you can do a dimple that panel and install Camloc 2700 series flush fasteners.

we have one hardwired too. its own CB and it jhas BT to the FS210. RS232 to the GTN750 for MapMx flight plan and legs.

the concorde manual shows how to do a capacity test, my first RG35AXC lasted 7 years. This one, 14 months. its 22% capacity.

You can get some 16th inch thick silicone sheet from McMaster Carr and cover the swing valve flapper inside there with that. The valve with the sliding mechanism doesn’t seal, really, and hot air leaks through. It’s worth it to get the 1979 and later valve and retrofit it.