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  1. I had the same issue few months ago at Fayetteville Drake Field(FYV). Was assigned the Razorback 1 Departure by the Tower while taxi out. As you did I was digging through the G device looking for it with no luck. Was just a turn from 160(Rwy heading) to 180 an climb to 4K. BTW!! That departure is the only way The Razorbacks can be Mistaken for #1
    5 points
  2. The Denver1 is a radar vector SID (as opposed to an RNAV SID), they are typically fly heading xxx for radar vectors, climb and maintain x,000' + comm failure instructions. They are not contained in the GPS database as there are no waypoints and therefore nothing for the GPS to navigate. And yes, they are common
    5 points
  3. Thanks everyone for your thoughts and help. I went with the jack and 1" tube method. It worked out great. Found out the tube was rubbing inside so decided to clean the inside of the hub.
    5 points
  4. So, there is always this option...
    4 points
  5. How about the TRK RNAV Y 20 - the LP min's require WAAS plus you'll get +V (advisory glide slope) same for TRK RNAV Z 20 - the LP min's require WAAS plus it also has the +V Also consider that even RNAV 11 approach that only has LNAV minimums, that with a WAAS GPS you will get +V advisory glide slope on it as well. So all of the TRK approaches, except the circling only GPS-A approach are benefited with WAAS There is a lot more to WAAS than just WAAS approaches, such as airway routing, better VNAV and lots lots more. And of course your likely to travel to many destinations that will utilize even better WAAS approaches with LPV. But even if ones personal minimums prevented ever utilizing the lower minimums of WAAS approaches, the benefits of WAAS are so pervasive and numerous in our flying that I would never want to go back to pre-WAAS days. The advisory glideslope alone on otherwise LNAV only approaches is a big improvement alone.
    4 points
  6. I had play in some scat tubing so I googled some images of it to verify if what I was seeing was normal or not..... Never google scat play in google images.....
    4 points
  7. I totally disagree with those saying go with a factory equipped g1000 ovation. The early ovations are steals. And often an awesome blank slate for panel upgrades. I added a top prop to my 1996 R and am very happy. I’m not locked in in any way avionics wise, and still waiting for that dust to settle. It’s a great pick, here is my current panel, I have the taller one and don’t mind it at all, just gives you more room for avionics. Still see fine. Sent from my iPhone using Tapatalk
    3 points
  8. I am a firm believer in the Pre G1000 Ovations. yes the G1000's are nice, but it isnt hard to put 2 G500's in your panel and end up with the same result. The cowling covers the visibility that you would gain from the 2 inch lower dash, so the only difference is that you can see the cowl. Check the donuts and lord mounts too. The Screaming Eagle aka 310hp conversion really makes it a different beast. it won't increase cruise by much, but it is way more capable when it comes to climb and takeoff. the moritz gauges work great when they do work, but are garbage when broken and are very expensive to repair. stay away from them and if you buy an aircraft with them, be prepared to but a Primary replacement such as a JPI900, 930, EI MRP 50, or the G3X TXI EIS.I'd also recommend LED's if you can find a plane with them already installed. Fuel tanks should also be checked and long range tanks are a plus. The mooney ovation in my opinion is such a simple airplane. no cowl flaps to deal with, and no heating issues. plenty of range, and great economy, while still being very comfy. If you want a g1000 aircraft, I'd make sure it has waas. a GTX345R can be installed easily for about 6 to 8k, but waas is a 30 to 45K upgrade. Personally I'd stay away from the G1000, since it doesn't seem like mooney is doing anything to keep it updated. an NXI upgrade isn't available? and by the looks of it, it doesn't look like it ever will be. I wouldn't want to be locked into the g1000, when I can create a panel just as capable for a lot less.
    3 points
  9. With respect to engine cooling, it is not all that simple. The Lycoming manuals for instance specify that the upper deck pressure needs to be 4" H2O higher than the lower deck. You can also have also have areas of too fast airflow, where you get temp rises both from airflow speed and as well as stagnation points, eddies, and shock wave points. It seems to be part science, part art, as well as some PFM. I had a very high performance PA-18 and spent a lot of hours flying around with manometers pickups inside the cowling, as well as smoke generators and GoPro cameras. Just when you think you understand what is going on, you get surprised. Now nothing is bigger than the inlets of a PA-18 and nothing is more inefficient as Cub Crafters found out. I found ramping the air up over the front cylinders rather than impinging it 90 degrees upon the front made a huge difference in cooling the front as well as the rear cylinders. Not only running cooler, but temps more even. You cannot simply enlarge the exit (cowl flaps) without a serious effect upon pressure differential. Set the exit opening too high and you create back flow around the cowl flaps and change the differential dramatically. Fundamentally you only want enough air to cool the engine otherwise you have large cooling drag. This means you only want the airflow sufficient to create, 4 to 6 inches differential flowing smoothly. Any more and you have a rapid rise in cooling drag. How you get to that delta is variable between the inlet variations and the outlet variations. Consider the old Turbo Saratoga which had only one very small opening and closed upper cowl. It does not look like it makes sense, it works.
    3 points
  10. Hi Andy! Note the words " may be emulated by using the ANALOGUE heading bug output" This is the old system of guiding the autopilot by a varying + or - DC voltage. The TruTrak (and other modern APs ) will only listen to the new standard ARINC 429 data stream . TruTrak " cracked" the data code sent by the G5 and the new software will listen to the Garmin data stream. Worky good as long as Garmin does not change it. (Garmin uses a proprietary data code to intercommunicate with it's own products. ) Interestingly, the old analogue system TENDS to emulate GPSS (progressive) steering by its naturally progressive analogue voltage signal, sort of.. It is slower and less precise and is slower in responding to a variation. New digital APs are VERY responsive to digital inputs, and GPSS was programmed to "anticipate" the turn and "smooth" the (inherent) hard digital response to the course variation. Garmin could have done a lot better than this.... (IMHO) :) Nav
    3 points
  11. I’ve never had a bad dealing with Chief, but aircraft spruce has always provided world class service.
    3 points
  12. Hi Skip, Just to add some air race history. It is my understanding that Pete Law (Skunk works) and Dave Zeuschel first added a spray bar to the P-51 radiator scoop in 1971 Read more at https://www.airspacemag.com/flight-today/how-reno-racers-keep-their-cool-16828199/#4rY6g4xyOSQFBr5t.99 The idea was to reduce drag by making the radiator intake smaller and add ADI spray bar to lower the inlet air temp(evaporative cooling). I love this thread.....
    2 points
  13. The early Ovations and early Bravos are some of the best Mooney deals around and good platforms to make your "forever" airplane. All Ovations (and Bravos from 1994 on) came with the newer fiberglass interior side panels covered in ultraleather, so even if it's time to reupholster the seats, an interior refurbish is going to be roughly half what it would cost to refurbish one with the older side panels. The airframes are still new enough that it's not like starting with a 1970's or early 80's airframe. Early Ovations and Bravos all had King 150 autopilots and generally unless you've had someone working on it that shouldn't be touching it, they are good solid autopilots. With Dynon HDX approved for Mooneys (autopilots should be approved in 2020) and G3x certified you can do a dream panel for a lot less in real dollars than you ever could. With most of these there is going to be some deferred maintenance that you'll need to catch up on in the first year or two of ownership, but if you buy it right you have a great traveling machine.
    2 points
  14. Scat hit the propeller! Come on, this is an aviation site!
    2 points
  15. The general idea is check the three big items in pre buy. Corrosion, Engine, Fuel tanks. if pass. Then turn into an annual inspection. mechanics will do what you pay them to do. Annuals are always approaching. Almost on a yearly basis.
    2 points
  16. I have an aircraft with a Rotax 914. The engine is a good design with many innovative features. For example, the Rotax 912 engine doesn't have carb ice problems because the body of the car is heated with a loop from the engine coolant. As for the clutch mentioned. Its designed to smooth out the power pulse from the combustion events. Its not designed to mitigate prop strikes, although it does tend to save the engine. My concerns with Rotax revolve around the lack of general aviation knowledge by aircraft mechanics. They also could use better hoses on the initial builds. Fortunately my version is experimental and I can work on it myself.
    2 points
  17. I looked at 2000ish Ovations and came to the same conclusion Paul did about the WAAS being a must. The ADS-B upgrades are nothing in comparison to turning a non-WAAS G1000 into WAAS (>$25k when I was pricing them and that was back when the parts were still available). G500, GTN 750/650, Aera 696. My plane does pretty much anything that the G1000 does (and some things it doesn’t). Look up the specs on the G1000 on Garmin’s page and compare it to the G500txi and the GTN 750/650 to prove this to yourself. I’m also going to disagree about the TKS. I would never buy a plane without ice protection. I don’t care about a couple of knots because I cruise at 55-60% power anyway but there have definitely been times when I was glad I had TKS. These are minor points, though. The Ovations are wonderful planes and it’s hard to go wrong. If you haven’t looked at the 252 Encore, those are great planes as well (like all Mooneys). If I were buying a plane now these are ones I would look at. And +1 on the 310 HP STC. Puts a smile on my face every time.
    2 points
  18. Davidv I read your message you wrote to me and have been searching for several write-ups that I have done. If you search for the topic MT propellers you might be able to find them. So far i like the propeller. I should mention that I spent more for nickel steel leading edges instead of stainless. Seems like a good decision so far. I have flown it a little over 200 hours including a trip to Alaska this past summer. The original McCauley was OK but I have gotten old enough that the noise and vibration were causing me to shorten legs to 3 hours or less. The MT is quiet and smooth enough I can again do a couple of 4 hour legs/day. Rate of climb is better for a while when you are down at 80-85Kts bt the oil temps get high quick at those speeds so you cannot sustain that more than a few minutes. Cruise is the same. Lower cowl install is different and towing can be a problem at FBOs not familiar with prop blades every 90 degrees. So far the leading edges of the blades show no wear. Paint has not not shed as the earlier blades did. You probably be happy although it is a lot of money. Good luck
    2 points
  19. I have never seen that on a O-360. But it is common with electronic ignition but just on experimental engines to my knowledge. I would be curious to where the approval for that comes from since that's news to me. Let me guess that your Mag RPM drop has never been even? But you can really only see that with a engine monitor or digital tach, yet I would expect the left mag isolated will have a bigger drop than the Right mag. With Electronic ignition it makes sense to do that, by having the electronic ignition fire the bottoms since the higher voltage of the EI can still fire a dirtier bottom plug better than a conventional mag. But with 2 conventional mags it doesn't seem like a good idea when you lose the right mag and can only fire your bottom plugs that are not likely to be in the best of shape - the odds of finding yourself running on less than 4 cylinders is much higher than with a conventional arrangement. Here is a diagram of what the O-360's ignition harness is as they came from the factory, as mentioned the conventional routing on most engines is opposite of this.
    2 points
  20. OMG! I just did.....holy crap! For any other’s out there who are curious, just don't do it. Really, trust me.
    2 points
  21. That's not a mis-wiring but a different ignition harness than what the factory originally used or spec'd (i.e. as shown in their Overhaul and maintenance manuals). The Lyc io-360 is an oddball in that Lycoming's original ignition harness was opposite to most of the rest of the industry by having the each mag fire the bottom plugs on that side rather than the top. Very few engines did it that way. So it should be no surprise that some/many of the ignition harnesses approved for the io-360 actually use the conventional routing where each Mag fires the Top plugs on its side and bottom's on the opposite. It really makes no difference and as long as you know what you have then you can properly interpret your engine monitor.
    2 points
  22. Maybe, if you have a nasty old engine that fouls the bottom plugs, and you lose a mag, you will still have two good cylinders to get you home.
    2 points
  23. The Century III in my J is mounted in the console under the throttle quadrants, and it's really easy to bump it "ON" when adjusting the cowl flaps. Mine is fubared with an unknown fault that makes it roll hard one way or other after being on for about ten seconds, so before I pulled the breaker permanently I had a few of those exciting wth-is-it-doing moments.
    2 points
  24. heck, you could put in on a credit card today and pay it off next year interest free
    2 points
  25. MS is a great way to use an afternoon. So, ummmmmmm, as politically correctly and non-offensive as I can be (which regretfully is definitely not my strong suit). The original assumption is … ummmmmmmm … flawed. The numbers and calculations are a little flawed, too. Wing loading on a MTOW M20J is a little under 17 lbs./sq. ft. (not 5). Using 5 sq. ft. of area, the "up" load would be 85 lbs. at 1G (not 125). BUT, in reality, there is a pressure distribution on the wing (the highest pressure differential is ~30% chord and very low at the trailing edge. So, long story short, if the aileron pushrod were disconnected in flight, the aileron would float up some but not up vertically. It will float up a little from "trail". Bonus note: your airplane will fly fine with only one aileron … don't try this at home … or the airport. Bottom Line: All flight control system tubes are push-pull tubes. The design/sizing criteria is failure in buckling (compression). If they were always in tension, we'd use a single cable; it's a lot lighter and less expensive.
    2 points
  26. Oh look, you can see where the SCAT tubing goes.
    2 points
  27. It emulated an analog heading bug for old auto pilots. The TruTrak only accepts digital heading. It will fly the heading bug off the G5, but not GPSS. Garmin could do it, but they probably won't.
    2 points
  28. That money next year is NOT tax free. If it comes from a traditional IRA or 401(k) it will be 100% taxable. The only difference is that next year you'll HAVE to take it whether you need it or not. However, you might consider your tax bracket. Will a withdrawal this year be taxed at a lower rate than next year? I'm thinking probably yes. Taking the money out this year will reduce the amount that will be the basis for a RMD next year. That will only be about a 4% reduction though so it really won't make much savings next year. You could also start a Roth IRA if you don't already have one, then transfer as much as income tax/medicare premiums considerations dictate. You'll have to pay tax on the money that is transferred, but the money in the Roth IRA will NEVER be taxed and you'll NEVER be required to take an RMD. Now that could save you some money. At the same time you do the transfer, take out enough to pay for the transponder. You could get a short term HELOC and use it to pay for the transponder. Then next January when you take out the RMD, or at least enough to pay for the transponder, pay off the HELOC. You'll only pay interest for one month. If you took out a loan for $6000 at say 5%, and paid it off in a month, your total interest would only be about $25. There are always options. You just have to be creative.
    2 points
  29. Yes, I’ve been retired for about thirteen years now. I’ve been back into flying for about five years or so. Yes, the mandate is no surprise and I actually strongly considered fulfilling the mandate three or four years ago. However, wisdom prevailed as I assumed the choices would be better and with competition, pricing would be much better.....I was right. Now I can justify way more than a tail beacon going from what I would have spent three years ago. Unfortunately I turn 70 1/2 early in the 2020 tax year. At this time I think it is a no brained to wait until 2020 to purchase equipment from a pretax IRA rather than buy in 2019 out my savings. I sorta look at it as a 30% discount on the radios. Thinking like this allowed me to retire early, buy a plane that I really can’t justify and I keep peace in the household.
    2 points
  30. Leather? Must have been when Mooney’s still had dirt floors
    2 points
  31. @carusoam You just need a marketing department... if I may...: I need to start practicing.... uh honey... I’m going to build our next plane... it’s going to be turbine powered... ... Hi honey, I just thought I'd bring you these lovely flowers...your favorite!....yeah they sure are, but not nearly as beautiful as YOU!............ So, I've been thinking..... for our next plane, I think that it is time that we fly smarter. I think we should go with a platform that will let us use less expensive, more modern avionics and other technologies. At the same time it looks like there are options that will also give me more freedom to work on it myself with out always having to pay shop rate! In fact one of the options is to use an engine that we don't have to overhaul nearly as often and it is much more safe and reliable!
    2 points
  32. I did the original flight testing for that wing tip enclosed VOR antenna at Comant for the Mooney BUT we did it in a C-182:-) If anyone knows what a Smith chart is you might recall it depicts the antenna reception in a specific axis in a circular pattern. Because we didn't have an anechoic chamber big enough to test it, we mounted the prototype in the wing tips of the company 182 and I flew it and manually cut/drew a horizontal axis chart by tuning a weak VOR station and flying a wings level 360 (to negate angle of bank influence) and watching the VOR flag dip in and out as reception failed and regained. With several tries I could see a reasonable pattern develop. We then took it to Kerrville and they put it in the Mooney wingtips. 737 WHEEL WELL SEALING Most folks do not remember that originally Boeing did seal the 737 wheel wells around the tires. When the 737-100 came out they had inflatable air bags that would inflate around the tire (sealing the well) after the wheels went in the wells and deflate before deployment. They were so troublesome with wear and blowout that Boeing dropped the idea and just accepted the increased drag. They never did covered the entire wheel on the outside/bottom with any kind of door unlike their previous designs of jets. The weight and complexity evidently wasn't that much of a concern for what was then, a short range design. Drag Reduction For those unfamiliar, all jets come with a CDL listing (Configuration Deviation List) that shows all parts on the airplane in the slip stream that can be missing and still be flight legal AND it shows the required extra fuel burn necessary for flight calculations due to the extra drag. So any parts in the slip stream have a drag associated with it. Anything one does to the airplane that touches the slipstream can and will have some effect on drag. + or - Steps down or up, airflow through the cowl, rough belly skins, etc. Its all a trade off for the engineers. Cooling drag discussions have been around here several times over the years. On the original 727-100 it had an electrically actuated tail skid to prevent dragging the center engine on the ground at rotation. It had such a high drag and fuel burn penalty that in corporate flying around the world many times the CB for the skid was pulled before a landing so that the skid would not deploy and have the chance of not retracting on the next over water flight where max range was required. One just made sure that the landing and rotation on take off was prefect!
    2 points
  33. As you all know, we moved to Denver in the summer and so I'm no longer based on the same field with SWTA. I should probably find a shop to use in the Denver area, but sometimes it pays to go home. I've been having some electrical issues. My #2 alternator has always been noisy. I had a short under the panel with some wires going to the enunciator panel. And the #1 alternator has been acting up and dropping off line lately. Troubleshooting electrical issues can eat up a lot of shop time ($$$$) without any guarantee of success. And while there's no sure way to eliminate it, having a shop that knows the specific airplane do the work, certainly reduces some of the time involved. So I decided to take the plane back to SWTA as they've been looking after this Mooney as long as I've owned it. JD and I talked on the phone several times in advance of the visit and decided to replace the #2 alternator. So we got that ordered ahead of time and it was on the shelf ready to go when I arrived. I pulled up to the shop in 252AD on Friday mid afternoon. Chad immediately pulled the cowl and started looking around. The work started in earnest on Saturday morning. Chad swapped out the #2 alternator and washed and tightened up everything on the #1 alternator. He pulled the glare shield and replaced/soldered the wires that had shorted out. In addition to that work, I also got an oil change, the O2 bottle topped off, and a little work on the #1 EGT probe. It had dropped out a couple of times on the display and so a little scotchbrite on the header and the clamp to ensure a good ground and it's all fixed. By 3pm Saturday afternoon I was up test flying to make sure everything was good to go. Everything checked out good. But that's not all... Sunday morning I took my daughter and one of her friends up for a ride. After landing and while fueling the plane, JD noticed that one of my static wicks were loose. His sheet metal guy was in the hangar cutting out corrosion and fixing up a C182. JD got him to drill out and replace the rivets holding on the static wick. A simple thing, but fixed right and good as from the factory. All done and we departed for home about 3pm on Sunday afternoon. Other than a hellacious head wind, the flight home was excellent and the Mooney is running like a top. She always runs so good after Chad and JD have given her some love. I guarantee it was cheaper for me to fly the plane to Texas, and get the repairs done, then to have had a local shop do the work. I know the work was done right. It was quick. It was on the weekend. I should also mention JD and Chad also shuttling me back and forth from the house. The service just doesn't get any better. There is no substitute for building a relationship with a shop that does good work. They know my airplane inside and out. That greatly reduces shop time even just removing the top and lower cowl. It improves service as they know when something doesn't look right is missing or out of place. They know what was starting to wear and should be looked at the next time they lift the cowl. They take my phone calls. They're happy to get me in and out on a weekend. The communication between us is open, continuous, and trusted. I know I'm not being taken advantage of. And I also know that if something unexpected but important pops up, I'll be told about it immediately. But best of all, the only surprise on the bill is how little they charged me. And even if the bill is higher than expected, I can be 100% confident it's less than it would have been at any other shop I might have gone to. No one is perfect, and we're all just human. But I can be sure that if there is a mistake, error, or something is missed, it is a rare and unintentional issue that the guys will work hard to ensure doesn't happen again. And that's all one can ask for. I truly believe that the most important part of airplane ownership is a good relationship with a good shop. If I had the shop issues that many talk about on this forum, I'd just sell the airplane. I can't imagine not having access to a good, honest shop while trying to maintain a 30 year old airplane that carries me and my family across the country. SWTA isn't the only good Mooney shop in the country. But if you own a Mooney, you really need to find a good one and build a relationship. It will make all the difference in the ownership experience, not to mention more than a few dollars saved in the process. http://www.swta.net
    1 point
  34. Morning, Buying my first Mooney and I have a quick question. Annual is current and it’s maintained by an authorized MSC, but the annual is due 1 Mar 20. Is it normal to sell with an updated annual? Should I push for the owner to complete the annual....or just use the pre buy to evaluate condition and then follow up with the annual in February? I’ve read that most shops won’t complete a pre buy with annual. Thanks!
    1 point
  35. Oddly, my mag drop has always been quite symmetric on a digital tach. Looking at the record of my mag check at runup done minutes before my left mag died in flight, the drop was precisely 140 on both sides. By the way, I really appreciate your sharing your seasoned perspective on this issue as well as other ones in the past.
    1 point
  36. I hate it when they do that. $500 non AP $700 with autopilot at the local shop.
    1 point
  37. I have had a Sandia Quattro as a backup in my plane for several years. Actually I have had 5 so far. Some units have been good some failed right out of the box. I upgraded to the 340 which is a KI 300 without the flight director. Right after I installed it I headed to PHX for some golf. The first bump I hit down in the San Luis Valley caused the artificial horizon to fail. It slowly reerected but after a few more bumps it upset again. I was disappointed but not killed because I still have the KI 256 as primary and I was VFR. Going home I stopped by ABQ and Dennis brought a loaner out to the airport. I got another one a month or so later which has worked for 8 or 9 months. The point of failure is turbulence and if you are using this as a primary instrument you had better be good at partial panel. I was flying today and the 340 spent a lot of time indicating a 3 degree roll when wings were level. If it were driving the autopilot I wonder what the AP would do. You can adjust the roll which I have done when the airplane was on jacks and level. Bendix King had better get this problem cleaned up before the lawsuits start flying.
    1 point
  38. I was 17 in 74. It was a great year, I had a lot of fun!
    1 point
  39. I heard that it is wired this way because the lower plugs tend to get dirtier and this evens out the RPM drop between the mags. Otherwise, you would get more drop on the magneto that fires the (dirtier) bottom plugs. Seems to make sense I suppose, but this I don't remember the source of this tidbit.
    1 point
  40. You left out 2 parts of my statement. I actually said, " Around the pattern I’ll confirm it once down/up, then it’s the thumbnail and green light check only." The up/down verifies that the latch did its job. The thumbnail check ensures it didn't pop back out because I hit the thumb lever by accident. But yes, the green light doesn't confirm that the gear is down and locked. It only confirms that the top of the Johnson Bar is seated in the latch assembly.
    1 point
  41. I'm only in my early 50's but I know the days until I lose my medical are numbered. I don't know the number, but I know it gets smaller every day. Therefore there is an urgency for everything aviation related. I wouldn't wait a day, if it meant not being able to fly. Just my $0.02
    1 point
  42. Well, I haven't had a chart book for...let me check...a bit over 8.5 years. But I have flown without "own ship" position on a tablet and the charts work just fine.
    1 point
  43. How about a refurbished M20J by the factory? The factory will buy used M20Js refurbish/overhaul them and sell them for $200k.
    1 point
  44. When I heard that BasicMed's limitations were 18K it was a non-starter for me. In my opinion, if you're buying a turbo charged airplane and you're going to use it for what it's capable of, you need to go back to a 3rd class medical. You can't think about whether your medical allows you to go to FL190 if the mission call for it.
    1 point
  45. Mark, I don’t think that statement is correct. There is a new Phillips oil with the lycoming additive but it is not Camguard. https://www.google.com/amp/s/generalaviationnews.com/2019/08/09/phillips-66-introduces-new-oil-pre-blended-with-lycoming-anti-wear-additive/amp/
    1 point
  46. The induction system had leaks and I believe the original tubes (Which were starting to crack) could be replaced with more robust parts from Continental. Ishould just say “get your induction cleaned up then chase the spark and fuel balance”
    1 point
  47. Erik, See if you can go on an actual IFR flight with somebody... You get the feel nearly immediately of what you want, need, or don’t need... DME, and ADF, are a couple of not so critical devices.... a modern WAAS gps, also has VOR and ILS skills... three radios in one box. Budgets are important... for many. Don’t buy too much or too little.... Always keep some cash available for that first annual... so many things can crop up in a year... or not... Best regards, -a-
    1 point
  48. I won't be a renter so you can ignore my question if you want. But am curious why the rate increases $20 / hr after the first 10 hrs? Sent from my SM-G930V using Tapatalk
    1 point
  49. One more thing came to mind. A friend put an MT on his T Arrow about the same time I put mine on the Mooney. He got the stainless leading edges. Already the gravel is abrading the stainless, the nickel edges on mine are smooth as a babies butt. Leaf peeping this weekend and chasing down some $2.50 100LL at Rifle, Co. Atlantic Aviation was the FBO.
    1 point
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