alpha_omega
Full Access Member
What’s the difference in the PPV vs the heated/cooled ones like the Denali has?
What did you do to your NNBS GMT900 Tahoe/Yukon Today?
- Thread starter phattyford
- Start date
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alpha_omega
Full Access Member
A Duke? HAHA! Are you guys serious…oh boy, there’s a name I haven’t heard in a minute or two. Nice catch on that one, I thought for a min that I was the only one who picked up on that.Amazing!!! What a fabulous selection of aircraft. Duke. Bet you had some engine headaches. I had a friend who had one and lost an engine on takeoff. Lived to tell about it. And the Turbo A36 is about the best family hauler around. The Pitts S2B is about the most fun you can have with your clothes on. Lol.
I've owned a 1964 Cessna 182G since 2003. It's all the airplane I've ever needed for camping, traveling, sightseeing. When I lived in Colorado, it was a time machine for getting to West Yellowstone in 3 hours vs. a 10 hour drive, making weekend fishing trips feasible. PPSEL, VFR. In Colorado there is 2 kinds of IFR: ice and thunderstorms. I never cared to fly in either one.
Yes, GAMI. George Braly and crew. Met him several times. He was intrigued that my 182 (NA, carbureted) had such even mixture distribution that it would run smoothly LOP. The secret was keeping the intake tube clamps tight and backing off the throttle just enough to create turbulence over the throttle plate.
Wow...very cool you had all of that experience with different aircraft and flying.
Tonyrodz
Resident Resident
I did not know that about the newer Buick! I'll be damned!! I gotta Google that. I did tell my son he wasn't allowed to sell it, so hopefully he never will--as long as I'm alive anyway. He's 30, so hopefully he'll look at it as more then just a "car".
The 182 is probably all the plane anyone ever needed, what a great aircraft.Amazing!!! What a fabulous selection of aircraft. Duke. Bet you had some engine headaches. I had a friend who had one and lost an engine on takeoff. Lived to tell about it. And the Turbo A36 is about the best family hauler around. The Pitts S2B is about the most fun you can have with your clothes on. Lol.
I've owned a 1964 Cessna 182G since 2003. It's all the airplane I've ever needed for camping, traveling, sightseeing. When I lived in Colorado, it was a time machine for getting to West Yellowstone in 3 hours vs. a 10 hour drive, making weekend fishing trips feasible. PPSEL, VFR. In Colorado there is 2 kinds of IFR: ice and thunderstorms. I never cared to fly in either one.
Yes, GAMI. George Braly and crew. Met him several times. He was intrigued that my 182 (NA, carbureted) had such even mixture distribution that it would run smoothly LOP. The secret was keeping the intake tube clamps tight and backing off the throttle just enough to create turbulence over the throttle plate.
Wow...very cool you had all of that experience with different aircraft and flying.
I am pretty surprised you could get LOP working well on the carbureted engine, heck, I had problems at times with injected engines. Even with those first GAMI's, it still was a little ticklish getting things just right on the lean side.
Yes, everything bad everyone has said about the Duke is pretty much true. I bought mine low time and mechanically a creampuff, cosmetically pretty tired, but at TBO on the engines (the real TIO-541 TBO not the book TBO which was a fantasy). I redid everything (new interior and paint, new state of the art Garmin panel (for the time, Garmin 540's, etc.), had the engines done by a guy in Colorado who had done extensive research into the oiling problems with the lifters in that engine (yes, lifters again) and theoretically had solved the issue. I absolutely loved flying the plane, a great traveling plane for the three of us.
For most of my buying, fixing and selling of planes it was opportunity. and love of new to me aircraft. I would buy something, fix it up and the someone would come along who couldn't live without it. Rinse and repeat. Along the way we got into a groove of using our planes for traveling around the west. Hence the slow progression to turbo power plants. When things started to get expensive was when we got a hanger at Gnoss Field in Novato CA and one in Truckee. We were living in the SF Bay Area and had a cabin in Lake Tahoe. We would commute back and forth, and like you, it was a time machine for our weekly trips to Tahoe.
On one fateful trip in our turbo normalized A36, I had left the girls in Tahoe and flown down from Truckee to Palo Alto for a meeting with a customer. Returning in the late afternoon things had deteriorated in Truckee weather wise, but I had get homeitis (a trip I would never had contemplated in that aircraft if the girls were along). I departed VFR from Palo Alto and filed IFR enroute. At the time (maybe still today), all Truckee had was an RNAV approach and a recent at the time GPS overlay of that Approach. I had a KNS80 in my plane as well as an IFR certified (like a month earlier) Northstar GPS in the panel. I had shot the RNAV approach a bunch of times in VFR condition with the KNS80, so decided it was time to give the Northstar a shot in real conditions (the GPS being a tad more precise than the KNS80). As luck would have it, as I approached Truckee in IMC, a King Air was ahead of me, number 1 for the approach. The King Air was vectored for the the GPS approach, so Center had me hold at Squaw Valley VOR, until they cleared. I had completed exactly one circuit in the hold on a very rocky ride. The big man was smiling down that night as my scan took me over the fuel flow gauge just as it had started to unwind. I snatched the electric boost pump just as the engine coughed and then relit. If I had not caught that FF, at that instant, no way I would have debugged the dead engine in real time and no way I would have survived a forced night landing in the Sierras. The next day I put that plane up for sale and started shopping for the P-Baron. The Duke came next after a few years of really enjoying the comforts of pressurized cabins. A few years after that, our daughter had moved east to graduate school and we were back to a B36TC.
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alpha_omega
Full Access Member
What’s the difference in cost between wide and narrow band? Can you run the wide full time (granted it may be overkill)? I wasn’t sure if it did harm running them full time because they were meant more for tuning or if like your mustang they could be run in lieu of the narrows for a “real time” readout without being on a dyno.
alpha_omega
Full Access Member
Can you notice a difference in the stock arms vs. the RC vs. the fabtech?
Anything special about those fancy cam locks other than looking much prettier than my OEM ones?
Here are a couple of pictures of my Duke, after I had completed all the upgrades. Sorry for the hijack fellas. We now take you back to your regularly schedule program.Amazing!!! What a fabulous selection of aircraft. Duke. Bet you had some engine headaches. I had a friend who had one and lost an engine on takeoff. Lived to tell about it. And the Turbo A36 is about the best family hauler around. The Pitts S2B is about the most fun you can have with your clothes on. Lol.
I've owned a 1964 Cessna 182G since 2003. It's all the airplane I've ever needed for camping, traveling, sightseeing. When I lived in Colorado, it was a time machine for getting to West Yellowstone in 3 hours vs. a 10 hour drive, making weekend fishing trips feasible. PPSEL, VFR. In Colorado there is 2 kinds of IFR: ice and thunderstorms. I never cared to fly in either one.
Yes, GAMI. George Braly and crew. Met him several times. He was intrigued that my 182 (NA, carbureted) had such even mixture distribution that it would run smoothly LOP. The secret was keeping the intake tube clamps tight and backing off the throttle just enough to create turbulence over the throttle plate.
Wow...very cool you had all of that experience with different aircraft and flying.
alpha_omega
Full Access Member
Would you believe that’s the first plane I did a free-fall jump from? Took longer to get up to height than it did my tandem jumps.
After we landed the owner “converted” it to a King. If I’m not mistaken aren’t they P&W turbos that Beech used for the King? I think his scheduled maint timeline and having a story to tell are the only reasons why that bird was chosen on that day.
Does seem like a strange choice for a jump plane. With up to 1200lbs+ of fuel capacity, I suppose payload wise you could trade off fuel for the short jump trips, for weight, but you still would have a pretty tight cabin for jumpers.
For the most part KA’s used the bulletproof PT6A variants, although a few had Garret TFE’s.
She was in beautiful shape. And yes, Firewall Forward in Ft. Collins had solved some, but not all of, the oiling issues. My friend's engine failure happened after it had received all of the mods.
Here's ours on the ramp at Ft. Nelson, BC, on the way to Alaska in 2009.
Still has the old-school panel, which I've grown quite accustomed to.
Actually it wasn't FWF that did my TIO541's. I can't remember the guy's shop name that did it. I have it in my N18292 file in storage somewhere.
He had done a lot of research into how to get oil onto the cam lobes to help prevent the galling of the lifters. I have read it was the weight of the valve springs that did the lifters in before their time (who knows). His cam mod was to add lubrication. It was a pretty big leap for me to choose him as he was a relatively small time operator whose primary focus was the Duke engine. I went back and forth on using FWF (the safe bet) or his shop. It turned out pretty well as I put about 400 trouble free hours on the engines before I sold the plane to an orange grower down in the San Joaquin valley.
Depending on what engine your friend lost and when he lost it, if it was the worst case scenario, he must have had monster muscles in his legs, and been pretty sharp on his "pitch, power, clean, identify, verify, feather" routine, because that rudder (while being a nice big plank), had enormous forces required in that circumstance.
Truth be told, they had stretched that power plant beyond where it made sense. Cessna went the geared engine route with their 421 and killed the Duke dead in its tracks. No comparison in so many respects for their stated missions.
Are those the digital face plates for the King radios in your stack? I still have a few KX165's somewhere in storage. That whole line of radio was about as bulletproof as they came.
You are in a pretty good spot with that aircraft, good for you.
gooffeyguy
Tom
Well it's been a few years since I've had to buy just the wideband O2 sensor, but they used to be about 2-3x the price. I think they've since gotten cheaper and run about the same price as a standard O2 sensor, but you need the hardware or gauge setup to read it.
I've also read that they can be used in place of your standard O2 sensors and run both as a wideband O2 to your gauge and narrowband O2 for the vehicle, but you have to do some wire splicing. They may make adapter harnesses now days to do this. I really haven't looked into it for a few years. The setup I have works for me, so why mess with it, lol
Actually it wasn't FWF that did my TIO541's. I can't remember the guy's shop name that did it. I have it in my N18292 file in storage somewhere.
He had done a lot of research into how to get oil onto the cam lobes to help prevent the galling of the lifters. I have read it was the weight of the valve springs that did the lifters in before their time (who knows). His cam mod was to add lubrication. It was a pretty big leap for me to choose him as he was a relatively small time operator whose primary focus was the Duke engine. I went back and forth on using FWF (the safe bet) or his shop. It turned out pretty well as I put about 400 trouble free hours on the engines before I sold the plane to an orange grower down in the San Joaquin valley.
Depending on what engine your friend lost and when he lost it, if it was the worst case scenario, he must have had monster muscles in his legs, and been pretty sharp on his "pitch, power, clean, identify, verify, feather" routine, because that rudder (while being a nice big plank), had enormous forces required in that circumstance.
Truth be told, they had stretched that power plant beyond where it made sense. Cessna went the geared engine route with their 421 and killed the Duke dead in its tracks. No comparison in so many respects for their stated missions.
Are those the digital face plates for the King radios in your stack? I still have a few KX165's somewhere in storage. That whole line of radio was about as bulletproof as they came.
You are in a pretty good spot with that aircraft, good for you.
Super interesting, guys, and I'm not a flyer. Why not start a members-only thread? I'd read it every day....
Moar pics....
I feel guilty hijacking the thread this much. I have lots of airplane pictures with lots of stories that go with, but I think guys wanting to know about the NNBS changes going on probably wouldn't appreciate it much.
alpha_omega
Full Access Member
I feel the same way responding to several different posts after not being on here for a few days/months. While I could just quote all of them in one response, things can get confusing when multiple people have responses to multiple questions asked especially when it’s an thread/comment that was made.I feel guilty hijacking the thread this much. I have lots of airplane pictures with lots of stories that go with, but I think guys wanting to know about the NNBS changes going on probably wouldn't appreciate it much.
So, make a “what did you do to your little bird today” thread and we can share from there. Actually, change the last part of that thread name, otherwise any operators out there might think it’s about “little black helicopter” that we occasionally used, instead of about privately owned airplanes.
CaptainAmerica1
Full Access Member
6.2 and the 10 speed auto would be kinda cool…
And the story gets better. Today I picked it up and the service adviser was evasive when I asked if the “sublet” part on the paperwork was OEM. A quick look under the hood and an internet search told me it was a reman from the retail sector. Back inside I go.This morning I dropped her off at the dealership where I had previously scheduled a brake booster replacement. When making the appointment I told them exactly what I needed and they agreed to order the parts and have them ready.
Which they did not.
So a quick in and out job is now 2 days of downtime.
Confronted the weasel about it and he tried the line that they’re just trying to help me out and speed the repair so I don’t have to wait. I reminded him I made the appointment a week in advance and they had told me the part would be on hand.
So, after some back and forth I expressed my distaste for their dishonesty, and declined to wait another week so they can get a GM part.
Adding insult to injury they charged a big markup on a part from CarQuest. I told him I don’t go to dealership service to get CarQuest parts.
The only small satisfaction I got was the expression on the faces of other customers and employees who heard it all.
Later, when I have the time, there will be a complaint to GM corporate. Then they can have the fun of responding to that.
And no, I won’t out them here. This is just venting. Better results in my experience come from working inside the system, and I’m pretty sure GM would like to have my future business.
You might get some remuneration for their dishonesty if you write a quick note to the owner of the dealership. Sometimes the ultimate boss doesn't have a clear picture what is going on below him. You never know, maybe at least get your money back.
I do a lot of work with companies on their people strategy, and one of the golden threads through it is that the employees themselves are often left holding the bag for a broken system. Hypothetical example: service manager talks to you to set up the appointment, but does not have the authorization to order the part from GM. At the same time, their employer sets metrics for them (meet their goals, they can keep their job, miss their goals and they lose their job) for getting the customer fixed and out the door on the same day. That employee is in a no-win situation at that point and does what their metrics and constraints dictate they must do: They order the part from CarQuest when you drop off your truck, and not before. Who's fault is it? The dealership owner can blame the service manager if he wishes, but in my example, there was nothing that service manager could've done differently except delay the repair, which would've hit his metrics, and by extension his pay or job security.
Doesn't help your experience, but you might consider that the poor bastard may not be the right person (or system) to blame for it.
RooTBeeRthe1st
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