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Showing content with the highest reputation on 03/17/2021 in all areas

  1. Mooney fans, you have spoken and I will answer what I can. What are my motives? Why not buy a Mooney with logs and a current annual? I obviously have a soft spot for Mooney's and I mentioned I found it by calling people with derelict Mooney's not primarily because of the price point. I mean who doesn't love a good deal, but because they are increasingly rare and what they do they do exceptionally well and where one has the means and the time why the heck not? I'm not an A&P, nor will I likely ever be, IA is even further off. This one looked like one that could be saved. I can rent a Piper manufactured model PA-28R golf cart and stay current while I spend time with a friend spinning a wrench on a plane and creating something beautiful. Why do people buy old cars? I may create some groaning with this comment but I think the late J models are the apex of style and function in a "part time pilots" price range. I mean given millions of dollars the Pilatus PC-12 is sexy! But if I had the millions I needed to buy the Pilatus I wouldn't have the time to fly it. @OSUAV8TER Ima going to need some seals for the fuel cap, and be the second thing to add to a brand new log book. After the oil change I did this weekend. Good evening all, I'll leave you with a thought; as a son of an auto mechanic, grandson of a general contractor and a mom that could do just about anything with $10 I take to heart the quote from Frederick Douglas "If there is no struggle, there is no progress." We learn quickest from experiencing and overcoming the "hard things." Maybe this will ensure some Gen Z pilot has one more Mooney still around they can love as much as we love them.
    5 points
  2. Having purchased an '82 K without ANY logbooks due to a government seizure, I can give you my story and my take on it. I saw it as a way to get in to a very desirable airplane that I intended to keep and fly. I bought mine from the US Marshal's service (and can recount and document the circumstances surrounding its seizure, and thus loss of logs) should I ever want to sell. After getting it airworthy and an AD list confirmed for around $3500, I flew it for a year before slipping off a runway and suffering a prop strike and a small dent in the wing. Insurance helped, and I paid to turn it into a major overhaul. Have since upgraded the panel, and refurbished the interior to my liking. All this being said, with the avionics, overhaul, and interior, I likely could have picked up a fairly comparable plane at a similar cost. But again, to me, I was looking for something to get into in an inexpensive way, and then make my own. I also like to do a lot of "hands-on." And that is just what I have done. I now have a phenomenal, low time engine airplane with a great panel, that I intend to keep flying. That, and it has been a great business deduction!!!
    5 points
  3. A long time mechanic once said "The log books will always reflect the condition of the logbooks...if your lucky the logbooks will reflect the condition of the aircraft"
    3 points
  4. I do, an iPad mini on the yoke. This is my panel. I had the KAP 150, which complicates flush-mounting dual G5s due to the adapters and metalwork required to make the square holes in the panel work. So I skipped it. I was quoted more than $6000 extra for flush-mounting if memory serves. Pointless since a G3X Touch is in my future.
    3 points
  5. Real talk: why do you want this plane? If it’s a budget issue, take a good hard look at whether ownership is really for you right now. Planes that don’t fly are trouble. You can easily consume any savings by spending to bring it to a level you could have bought for less in the form of another plane on the market. And then you’ve already spent all your upgrade money just getting the plane sorted, so to add what you wanted to add you’re going to spend even more. It sounds like you already have some giant flashing neon red flags that this could turn out to be the case. Having an A&P partner mitigates this somewhat but still: parts and engine work ain’t free no matter who’s doing it. Personally I would not touch this with a ten foot pole unless I could buy it for a song but YMMV.
    3 points
  6. I talked to Lycoming at length about this when I sent in my core. The written stuff I got was kind of scary because it's written by lawyers. to protect Lycoming's interests, not mine. What the field rep told me is that their big concern is really two things: People sweeping up the shop of spare parts and throwing them together and calling them an engine and tying to get credit for what is essentially a pile of junk, and people sending in incomplete engines and then reselling the unreturned parts. When I needed an engine I went with a factory rebuilt. My reason was simple: I wanted the best engine I could get and I trusted Lycoming to have a good quality assurance program since they now do the rebuilts on the same line as new engines. In my limited experience, the biggest problem with GA maintenance is lack of quality control. A quality manufacturing operation is process controlled. Most GA shops operate at the mercy of the aptitude and experience of the individual mechanics. This is not to say that they cannot do good work -- it is to say that if "Joe" was the expert and "Joe" leaves then the work may not be of the same quality. Previous owners of my airplane had very questionable work done by very well respected MSCs. I can catch most airframe issues, but I decided that I was more comfortable with Lycoming rebuilding my engine. Skip
    3 points
  7. Colorado got covered but I guess the snow doesn’t like to stick to the laminar flow wings! Think we are both ready to head back to Florida. All cleaned off today some more landings. Not impossible to land well, but takes a lot more finesse than my old R182. Thursday in for avionics upgrades very similar to @Fly_M20R some LEDs from @OSUAV8TER
    3 points
  8. Yet many of us get 10+ years out of AirHawks. Flight schools get thousands of landings out of them.
    3 points
  9. No, this is not a clickbait test. This is actually a public service announcement. I bought my Rocket 305 a couple of years ago. I've flown her all over the western US, loving the thrill of massive power and a climb rate that just goes on forever. But cruise speed - well, I've learned to settle. I mean, no aircraft reaches book numbers, right? The performance chart I've perused so many times it's burned into my retinas tempts me with a sexy 200+ knots true without even needing to put on my oxygen mask. In the flight levels, things skew pornographic. Alas, reality has been a good 10 knots slower than that, maybe as much as 15 if I honestly correct for the aviation equivalent of beer goggles. She's got a belly covered in antennas and towel racks on the rudder, and she's got a lot of mileage behind her. So a few days ago, I'm flying along at my usual "need to get somewhere before nightfall" cruise setting. There is no mountain wave, no obvious up- or downdrafts. The air is perfectly smooth. In the direction I'm headed, I usually have a modest tailwind. GPS Ground Speed shows a few knots above 200. I think, OK, that makes sense, she's doing 190 knots true with a 10-ish knot tailwind. I check OAT and dial in the correction factor on the airspeed indicator for temperature at this altitude to get true airspeed. Wait, hang on - that's not 190 knots, that's 200 knots! Convinced I'm just in a localized column of rising air, I continue for another 90 minutes. The airspeed fluctuates a bit, as it will, but yes, on average, I'm seeing 200 knots, maybe a couple knots over. Whatever my actual airspeed indictor error is, I'm about 10 knots faster than I usually am. I know this because I have stared at that indicator so many times, wishing it higher. And that's with the added drag of an underwing camera that is surely a 2-3 knot penalty at that speed. The next day I reproduce this result. I scratch my head trying to figure out what changed. I was flying with my usual near-gross load, including full fuel, a copilot, a dog, and luggage, so that's not new. She (the airplane) had her annual about three months back, but nothing needed to be fixed. She did get an IFR cert done right before the flight, but how could that possibly... No wait, that can't be it... During the IFR cert, the technician identified a leak and traced it positively to the static drain in the fuselage. Pouring alcohol into the static drain resulted in the alcohol pouring straight out, even with the drain closed. He couldn't complete the precision altimeter portion of the certification with such a leak. He recommended replacing the valve outright, but I didn't want to wait for the part and have the rivets drilled out and all that. So I found SBM20-167, which describes replacing the O-ring in the static drain, discussed it with my A&P, he came out and replaced the O-ring, the IFR cert passed with flying colors, and I was on my way. Airspeed, as calculated by the airspeed indicator, is a function of both dynamic and static pressure. The primary static source is from the static ports in sides of the fuselage, which are drained of accumulated moisture by this drain. It is reasonable to assume that the leak at the drain changed the pressure sensed by the airspeed indicator. In partial support of this theory, I notice that the altitudes ATC calls me out at are closer to my altimeter readout than before, by about 100 feet. Have I really gained 10 knots by replacing an O-ring? Obviously, no - but I have gained the same incremental happiness as any other speed mod worth 10 knots, multiplied by the joy of the miniscule cost. Now with no camera and getting rid of as many antennas as I can, book speeds don't seem so unattainable. So if you think your Mooney isn't quite as hot as the POH promised - well, sure, that's likely, but checking the airspeed measurement system for leaks might reveal she's underappreciated.
    2 points
  10. I got mine during Christmas season, 2018 (I think). At that time I was able to snag a 30% discount from SCS. Without that discount I wouldn't have gone for it.
    2 points
  11. Missing logs are generally bad. That said, there is deduction in purchase price, and normally a smaller market to sell the airplane to when it's time to sell, also at a discount. The older the logs are that are missing is better. As long as the last X years show consistent flying, all the work, the airplane is in good shape, and any damage history is noted in the logs, it will be better. If there's obviously a repair on the airplane that's noticeable but nothing logged about it - that could be an issue. An upgrade or STC that's upgraded, but not logged is also an issue. I purchased my 1967 M20F in 2008 with the initial log book missing. It had a gear up a few years before I purchased it with an overhauled engine and new prop. It had flown enough and was maintained by an MSC. I purchased it for $53k and three years and 500 hours later sold it for $50k in 2011. I probably could have gotten closer to $55 or $60k as I put more time on it, did some upgrades, etc, but I also took 500 hours off the engine and did a private transaction quickly to a friend with no listing fees. With the missing first log at the time, I figured it would be hard to get $60k. Also, it needed a paint job, which the new owner did about a year after purchasing. Now it's recently been sold again (9 years later). In it's current state it's worth more than that amount today (especially with the uptick in M20C, E, F, and J model prices). That said, inflation over 8 years probably keeps it about even. My current 1983 Mooney Missile has all it's logs. You can purchase, insure, and fly an airplane with missing logs. Just understand the pros/cons before you do it. Many airplanes are flying with missing logs. Reconstructed information is also a posisitve. If you have logs - take digital pics, scan them, do something so you have a back up somewhere. It's cheap insurance. -Seth
    2 points
  12. When you've got an airplane far past TBO insured for 50% over market value, some questions need to get asked.
    2 points
  13. From the interwebs:
    2 points
  14. If you guys haven’t met... That means we need another NJMP fly-in... -a-
    2 points
  15. Oh @ZuluZulu looking at that panel - I think you'll be just fine with the G5 without adding anything more! Very nice. I really like my IPAD mini with foreflight - I am also really looking forward to the G5 - they seem very simple I don't need over complicated extras. I have the IPAD and my iphone as a backup.
    2 points
  16. I’ve had 3 Mooney Rebuilt engines. A Continental TSIO52NB installed by Rocket during the conversion. It lasted 88 hours. Whoever assembled it forgot to bend the tabs under the bolts that hold the alternator drive gear to the crank. When they came loose the destroyed the alternator and filled the engine with metal. The second factory reman went 1000 hour with no issues when I sold it. The third was an overhaul by Western Skyways on a 1990 MSE. No trouble sold airplane after only 200 hours on engine. The moral of the story is longevity depends on how careful the individual building your engine was. Infant mortality is real. You may not be able to improve your lot statistically over what you have.
    2 points
  17. I received my PPL in May 2020 and purchased a M20 Bravo in Oct 2020. I also flew with a gentlemen for over 65 hours in his Rocket while receiving my PPL and that made all the difference in the world. I've flown to Ft Lauderdale, Baton Rouge, and all over Southern AZ. I'm currently working on my instrument ticket in my Bravo. I have over 200 hours in 20 months. I'm hooked!
    2 points
  18. That's publicly available info. Type in my N number and you'll get my address. It's the law, isn't it?
    2 points
  19. How do you say no to this face??? It's like your kid saying "daddy will you take me flying?" Jokes aside I'd be interested to know if my financing options are going to be limited. And if insurance is going to be an issue also.
    2 points
  20. I once learned this the hard way. I bought a set of J style yokes here on MooneySpace. They came with the shafts. Several months later I was sitting in Don Maxwell's office and proudly showed him what I'd acquired and asked if his guys could install them. He went in his parts room and brought out a couple of C shafts and showed me how much they were different from the J shafts. There was no way the yokes would fit without the official Mooney retrofit kit to fit J yokes to my C. It took another year to get Mooney to make them for me and I think they were about $600 each. I'm sure they're double that now. But in the end it was worth every bit of the trouble, time, and expense. Here you go...
    2 points
  21. Was actually new fabric on my Maule which wasn’t new, the battery vented overboard so all it did was bleach out the paint, none got on the interior. Lifepo4’s and all lithium batteries do have special charging “needs” they can’t be floated and charging has to be terminated when they are fully charged etc. I just came off living aboard a cruising boat for three years, Lithium has a great many advantages there, but is very problematic, for instance when they are full they have to be disconnected from the alternator, but doing so can or will blow the alternator. Plus the cells have to be balanced although many argue they don’t. Most of this can be handled with onboard electronics in the battery if so equipped, but by the time we stopped cruising due to Covid, a true drop in Lithium didn’t exist, maybe now. ‘Issue is that yes lead acid is so yesterday, the charge profile and voltage stability etc of lithium and weight and power density is far superior, but lead acid is a way mature technology and is known. I guess it’s sort of the same reasons we still have Magneto’s. On the boat I had a 660AH bank of Lifeline batteries, they are made by Concorde battery and are pretty much identical to the Concorde aircraft battery. I had them as they are the best deep cycle lead acid battery there is, and yes they cost more
    2 points
  22. The factory has made it very clear they do not charge back for bad components inside of an operable engine. None of the other shops guarantee this. When you open it up, you own it, and if it’s a $6000 case or a $4000 crank and you add that to the cost
    2 points
  23. Byron and I got engines around the same time circa 2012. He got factory overhaul, I got factory reman. His engine was toast at 500 hours. Mine’s already past a thousand and just has high oil consumption but good compressions and borescope. He needed a full overhaul. He’s jetdriven or whatever he calls himself since the sex change operation.
    2 points
  24. We argue about so many things that are easy to look up: https://concordebattery.com/batterytsoexplained.php http://concordebattery.com/faa2.php?id=300 Skip
    2 points
  25. Like above No logs at all = huge reduction in value old logs missing, but 10+ years of current logs = gives you some negotiation power current logs missing, but has older logs = not much better than no logs at all. Definitely check to make sure the logs aren’t being held by an A&P and there isn’t a mechanics lien against it
    2 points
  26. Yes. Having completed the vaccine regimen and waited an additional 3 weeks to build up immunity, I feel comfortable flight instructing again. I still maintain requiring masks in the cockpit and carry a bottle of sanitizer wherever I go.
    2 points
  27. Not the cars ive worked with, and ive worked with hundreds. Most under load are running 12-13:1 , and 15-17:1 at highway loads. Back in the 90s honda was running their early fuel injection setups at like 18-20:1, but we then figured out that was causing worse emissions then at 15-17:1. During cold start yes, this warms the cats faster for emissions reasons. Im not saying to use auto engines in airplanes I think the raptor project displays why that doesnt work, what I am saying is to use modern electronics and control systems on the same engines with modified heads to be able to use that tech. Most people dont, true. Considering I build, race, and tune my own engines its a little different. Ive tuned many cars and motorcycles for everything from street use to racing. Piston engines are piston engines. Just because the load is a bit different or the cooling style or type is a bit different they still follow the same laws of physics. Largely racing pushes tech forward when it comes to auto companies these days(Other then just internal R&D of course), tech that existed in motoGP and F1 decades ago exists in cars/bikes today. Current F1 engines are >50% thermally efficient, which was thought to be completely impossible just a few years ago. Just because the military doesnt need piston engines anymore doesnt mean research has stopped or dried up. Its still on going but coming from different areas, we are just not using any of that knowledge in GA aviation. Innovation as completely stopped. My race gas is actually very similar to 100LL and ive used it in a pinch many times. A long time ago VP used to literally buy AV gas to use as there base fuel. 100LL is actually an octane of 96 if using the same pump gas measurement. The biggest difference is it has a lower specific gravity then most other fuels which means by default you run leaner with no changes. Its a common misconception that people think that 100LL is designed for lower RPM but thats not the case. its designed to have significant detination resistance because our ignition and fueling is so inaccurate that we need the head room. There used to be air cooled auto engines too, in fact those are still being built and used/raced. Many of them have been retro fitted with modern electronics and controls systems and making significantly more power then before. GA Piston engines and auto engines have a lot more in common then you are trying to lead on. We dont need every single new piece of tech attached to these engines due to the way we run them (constant power for hours), but many pieces that already have a ton of research behind them could be and we could gain significant improvements by using them.
    2 points
  28. I think I'd be much more comfortable with a 1000-hour engine that's running well and has no known issues than a newly-overhauled engine. I'd certainly do a compression and borescope before departing for a RTW trip, but even a new overhaul that I quickly flew 100 hours on would be less comfortable for me than a 1000-hour engine that's been perfect for years. The A3B6 already has independent mags. I think a factory new Lycoming is back to flat tappets with some sort of diamond coating.
    2 points
  29. The plane was insured for $50K. It had about 1400 hours on the engine. The insurance company decided it was more cost effective to write the check for $50K and then part out the plane rather than pay to repair it. There is a percentage calculation the insurance company uses to decide to repair or total. The owner thought about buying it back from the insurance company and getting it repaired, but estimated it would cost $7K to $10K out of pocket to do that... and then he'd still have an M20C, even a really nice one, but with a 1400 hour engine. I'd had the plane insured with a $60K hull value to be sure that a simple gear-up wouldn't total the airplane. Then I sold it for $50K. And so the buyer insured it for $50K. I wish I'd thought to explain to him that $50K wasn't enough protection and how to calculate an appropriate level of insurance. The plane was worth $50K but it would take quite a bit more than that to recreate that airplane. Jason who bought it, took the $50K check and added the $10K he would have spent, and a bit more and bought an M20J. He's since sold the J and is on to something else now.
    1 point
  30. That poor airplane! Once wasn't enough for him?!
    1 point
  31. Hehe missing gear door is an indicator the plane was parked on it. When I found it 2/3 tires were flat all the way to the rim. I have the door, its damage is consistent with improper tire inflation. I've been told there are two types of retractable gear aircraft, those that have had a gear up landing, and the ones that will. If this one has had a gear up, and the only thing that I can find that might be evidence of a gear up is some abrasion on a steel member on the belly wouldn't that imply that an extensive professional repair was done? Are there other long term consequences of a gear up landing for the plane? (For the pilot that will follow you around FOREVER) also wouldn't a gear up have record at the NTSB? (assuming gear up on landing not gear up while parked)
    1 point
  32. Me personally, I'd use it for a negotiating tool and if after a thorough inspection of the aircraft you like it and can get it at a price you are comfortable with, buy it. I have worked for airlines where we bought some used aircraft that the logs weren't missing but all the maintenance from the previous foreign operator was suspect. We re-accomplished every single scheduled maintenance task and airworthiness directive on the aircraft. Basically the aircraft was rebuilt/re-certified to an almost new standard. So what we got in the end was probably better than a lot of other used aircraft and even after all the work was done, less expensive. Just realize what you are getting yourself in to. If you were closer around here, I'd help. I like seeing aircraft that have been sitting around unused get a new life.
    1 point
  33. Some cultures in the Ancient Near East used Base 60, counting with each joint in their fingers. That's how we ended up with 60 minutes in an hour, 360° in a circle, etc. But you probably know this . . . .
    1 point
  34. 170 hasn’t been around since January... He might have his email connected, and may get a notification of your question... Best regards, -a-
    1 point
  35. Craftsmanship of Hector at Aero Comfort, of course. It's funny, there's easily been more than $75,000 spent on the panel (some by the prior owners) and yet it's the $1000 control wheels I get asked about and complimented the most. And it's not even close.
    1 point
  36. Teflon tape might help, or a drop of Permatex #2? As far as retiring the AD, doesn’t the service bulletin include a repair option on the later shafts? Maybe a drastic step to take as the repair kit (either from an MSC or local manufacture) might not be any cheaper than a set of replacement shafts, salvage or from the factory. But, if your shaft already has the horizontal bolt, that might muddy the water there. The newer shafts were also of increased wall thickness (right?). Is there any opportunity there to establish the AD does not apply to your aircraft, assuming yours are of the newer stock? If you can establish 100% that you have the newer style (ask a J owner if you can crawl into his foot well for some measurements), I’d think your mechanic could annotate the logbook that your installation is in fact the other part number, and the AD is retired. Sounds so easy brainstorming in the middle of the night... good luck.
    1 point
  37. That looks nice! The missing inner gear doors might also be indicative of a past gear-up, but if there was one and it was all repaired to the point that nobody can really tell and it was more than a year ago, then it is a non-issue imho. Since it hasn't flown for more than a year, the missing logs are really not important. Getting the AD list compliance sorted out and the total time estimated well enough are the main hurdles and it sounds like you have reasonable plans for those. It looks like a good opportunity to me assuming no land mines are lurking hidden, which sufficient inspection should mitigate that risk.
    1 point
  38. While I'm not sure what size the small t-shirts are, you might want to support @mooneygirl's non-profit foundation! http://mooneygirls.com/index.html
    1 point
  39. Yes you are 100% right it will look *really* fishy. Maybe I’m naive, but do people buy airplanes because they’re a good investment? I assume the aircraft will depreciate. But if I buy it at a great price, fly it 5-10 years keep good logs and sell it for less than I bought it for am I out any more than someone who paid more for a well documented plane? Say I buy a well documented plane for 85k fly it for 800 hours over the years and sell it for 40-60k I’m out 20-40k for the use of the aircraft. Now let’s say I get it for half and put 15-20k of work in it. I’m still 20k cheaper than the well logged plane to get into it. Then I put 800 hours on it sell it for 30-50k and I’m out 20-40k for the time I spent in the aircraft. Kinda 6’s isn’t it?
    1 point
  40. Goodyear Flight Custom III with Michelin Airstop inner tubes is the best value. They will outlast anything else, making them the most cost effective. The Michelin Condor is the next best, it is similar to the Michelin Air but made in a different plant with lower costs, so they are less expensive. I wouldn't put an Airhawk on my wheelbarrow. They are flimsy.
    1 point
  41. This is what I did. I thought the GI-275 was too cluttered and I didn't like the round form factor. I also had more than 100 hours in rental Cherokees behind G5s and liked the instrument. Then again this is a stopgap solution, since I'm planning on upgrading to G3X Touch within the next five years anyway. If it was intended to be a permanent installation I may have given the GI-275 more thought. I have to admit I do wish I had the HSI Map, but that's it.
    1 point
  42. I had Penn Yan overhaul my IO360 2 years ago. That was good. They used new Lycoming cam and lifters in the rebuild. That was bad. The cam failed @ approximately 200 hrs, necessitating a tear down and replacement. Penn Yan warranted the engine and freight. It took about 5 mos for them to reimburse me for labor, prop flushing, and governor overhaul, all due to metal from the failed cam lobe. They said they were waiting on reimbursement from Lycoming. I think there is a huge problem getting the correct steel for these components. Maybe machining errors too, but it seems to point to metallurgy. Robert
    1 point
  43. Paying forward the generosity and support of our B2Osh colleagues that enabled us to move to an all-form format, the Caravan supported both the Cherokees and Cirri mass arrivals by hosting them as elements within our mass flight. In 2015 we prepared and presented to Cirrus Lead the below commemorative plaque depicting their anticipated 2016 inaugural mass arrival.
    1 point
  44. Good of you to share this, Seth. Rotation speed, climb rate and speed during climb out, and all speed and configuration changes are integral part of any preflight brief. There are briefing card formats that walk through these and other issues to ensure they’re not overlooked. Use an interval takeoff instead of an element takeoff. This is common, especially between dissimilar aircraft types. A couple years ago the Caravan moved to this, although B2Osh still does element takeoffs. There has been enough written about the dangers of putting dissimilar aircraft close together, from the B-70 Valkyrie to recent highly-publicized fatal incidents. That said, Cirri, Beeches, our Mooneys generally match up well and can hold 100KTS/500 fpm climb, 120KTS cruise, and 90KTS approach/final. I’m sure there are some aboard here who’ve done air-to-air photography with dissimilar types. I’ve also flown my 201 alongside other types, including Cessna, Grumman, Nanchang, Yak and even a T6 and some twins. Believe it or not, our Mooneys’ slipperiness and relative lack of excess thrust can make them a little more challenging than a draggier aircraft with a bigger engine. But as has been pointed out, positioning aircraft next to each other in level flight and getting them off and on the ground are not the same thing. The plan must be briefed and understood in each case, and it’s often simpler/safer to join up once airborne. Even more than instrument flying, formation skills are highly perishable. Currency matters. All we do in all of our other flying (scanning the panel, verifying power settings, staying away from other planes) goes against what we do when flying form. That muscle memory is hard to overcome, but it must be, as our “normal” habits absolutely can cause a scary moment while form flying, or a final one. Above all, anyone contemplating a form flight should first get some practice with some qualified/credentialed folks who are expert in this, and don’t practice with anyone not similarly experienced/credentialed. Form flying is not intuitive and not something even the sharpest pilot will just figure out on the flight. Thanks again for sharing your experience, Seth. Anyone who is interested, come on out and fly with some of us Caravan formators sometime. It’s addictive, a team sport, and a great way to combine socializing and flying.
    1 point
  45. Lookslike on Airpower, where I bought my factory reman several years ago, the price difference is about $4500. https://www.airpowerinc.com/productcart/pc/engines.asp?searchParm=IO360-A1B6&catID=33 Also, when I got mine there was a very small upcharge for roller tappets.
    1 point
  46. If any Mooney guys want to meet up at SNF, How about heading to the Silverwings Cabin on Thurs 4/15 at noon for lunch? They have a $5 hamburger, hotdog, soda, side, chips and cookie deal for members only and their guest, and I just received clearance to invite the Mooney Community that goes to SNF. Just tell the ticket seller your my guest. Where is the cabin? In the row of cabins southwest of the FAA building and southeast of the vendor hangars
    1 point
  47. Yeah...600hp outboard! Bet that caught the competition off guard just a little. Can’t wait for one of these to appear. 450R power is around already... Verado is a supercharged engine designed by Porsche for Mercury. I don’t know who helped them with this monster. that old German former ball bearing manufacturer once fired the coke machine vendor for leaning on the machine as old man kiekhaefer (Mercury founder) walked by. He was a tyrant/perfectionist. “But sir! I just service the coke machine!” as far as I know, no other manufacturer has been allowed to with a world championship competition...not one. Yamaha, evinrude etc... fact check me here... I haven’t looked in a decade.
    1 point
  48. TSIO360MB (252) and TIO540AF1B (Bravo) aren't much different in price. The IO550 is quite a bit less. https://www.airpowerinc.com/productcart/pc/engines.asp?searchParm=TSIO360MB&catID=69 https://www.airpowerinc.com/productcart/pc/engines.asp?searchParm=TIO540AF1B&catID=33 https://www.airpowerinc.com/productcart/pc/engines.asp?searchParm=IO550&catID=69
    1 point
  49. The fun part of MS... The suppliers people are actually members here... MS isn’t allowing much commercial activity... so it’s really the tech people supporting their products... So... even if you don’t see them every day... somebody around here will remember who the Brand Q guy is... Often people have their email connected to their MS account... so they receive an email whenever their name gets mentioned... Hence the reason we want to always be nice to the vendors... you might want to ask them a question... and get a real answer... Best regards, -a-
    1 point
  50. According to my map, the nearest to you are @Junkman, @AaronDC8402. @Bartman and @EchoMax are also in the area. We'll see if any of them stop by.
    1 point
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