Jump to content

Tom Baker

Members
  • Content Count

    3,693
  • Joined

  • Last visited

  • Days Won

    48

About Tom Baker

  • Rank
    Master Star Fighter

Profile Information

  • Location
    KOLY
  • Interests
    Airplanes
  • Gender
    Male

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Are you basing fuel burn on the fuel flow, or buy actual measurement of the fuel level? I have seen the fuel flow transducers vary in readings before.
  2. I'm not so sure about that. I recently priced a o-360 for a Maule. Overhauled not new price was $28,000, and you have to have a core. No core add $10,000 plus. New list price outright is $75,000. I haven't looked into prices for an experimental Lycoming clone. Even if it is $9,000 more you will make up the difference in fuel saving in under 1,000 hours.
  3. When I was on my way to MVN on Thursday afternoon Tom Jr was taking off in the SS for a flight. I know they did a photo mission earlier in the day. He also put some fuel in while I was there. I wouldn't put to much stock in the fuel burn based on them fueling the airplane while you were there.
  4. The 914 will help in cruise when you get to altitude. You will have a higher true airspeed plus the ability to have sea level power, that will definitely lead to a higher cruise speed. This is the same reason the 135-140 HP 915iS is going to shine over a 150 HP Lycoming.
  5. I see that it has the intercom switch. I suspect that there are headset pugs behind the seat in the center just like a SW. There was a later ASTM requirement to have an emergency set of pugs wired directly bypassing the intercom, I would guess the plugs in the center panel meet this requirement. I didn't go over the airplane in detail when I was there. If I was guessing I would suspect that this airplane is not using a header tank like the CTLSi, and that that is a supply line from that wing and a return line from the engine. Tom jr said it is more sporty than the CTLS, and I would believe that to be true.
  6. Personally I wouldn't worry about the RPM fluctuation, unless you get extreme lift of sink.
  7. You should have intersections in you database. That VOR bearing likely goes to or from an intersection.
  8. The 3 most common oil pressure sending units are either VDO, Honeywell, or Kalvico. I'm not sure if the sender is supplied with a new engine.
  9. I haven't looked at the routes or flown in that airspace, but I suspect there are intersections that go along with the VOR for the route. You should be able to program the route using those intersections and VOR's, then follow the route. Even better if you have a coupled AP.
  10. If you have the VDO sending unit I would replace it. I have seen them fail with erratic readings, low readings, and high off the scale readings.
  11. One was the cable routed over the end of the rocket, causing it to tumble and wrap around the aircraft. The handle was a BRS assembly issue. There was a recent SB from BRS, but it only effected a few systems that had been repacked with rockets. There was a design or tolerance problem with some of the parts that could cause the rocket not to seat properly. I had 2 systems that this applied to. Both measured out of tolerance, but with further inspection both were determined to be okay as they were.
  12. There was one fatal with a CT in Europe, and it caused a SB to be issued for corrective action. There was another where they tried to deploy and it didn't. They subsequently made an emergency landing. This was cause for a different SB to be issued. These were on CT's, I don't know about any other aircraft.
  13. Personally I think I would bungee it forward to the rudder pedals rather than back with the seat belt.
  14. The oil hose is 12mm. I just take a piece with me and find a tension spring the fits. I then stretch the spring out and cut to length.
×
×
  • Create New...