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.
