Hondo

https://www.lx7aircraft.com/ Maybe Lance can afford it.

AH1 If you have any switch covers left, how can I buy some? Sent PM. Thanks

Thanks Jose, I will try that.

I have seen it in cruise and shortly after starting. The last time I saw it was after starting, but increasing RPM did not clear it.

I occasionally see a flashing voltage light which indicates low voltage which is usually caused by an alternator malfunction, belt slippage, or tripped breaker. I think the low voltage indicator is set for 12.4 to 12.5 volts. When I get the light, my JPI EDM 700 shows 13.5 - 13.7 and the ammeter is zero. The breaker is not tripped, the belt is tight and the battery is fully charged and easily starts the engine. Do I have a problem? If so, how should it be fixed? Thanks

Clarence, That's true and turbines engines are about 50 times more reliable than piston engines, but if you have an A3B6D, does it make more sense to overhaul the A3B6D or get a rebuilt A3B6? According to Air Power, Engines, most owners are choosing the A3B6.

Correction, the link for the Lycoming warranty is actually. https://www.lycoming.com/sites/default/files/New_Rebuilt_Engine Warranty_With Additional_12_Months.pdf

Does it make sense to overhaul an IO-360-A3B6D engine? Lycoming offers the following warranty for an IO-360-A3B6. https://en.wikipedia.org/wiki/List_of_fallacies The quotes I have seen for an overhaul of the A3B6D are around 30K. A rebuilt A3B6 is about 35.5K. All American’s valuation tool says the A3B6 adds about 4K to the plane’s value. It takes about a week to remove the old engine and install a rebuilt A3B6. It will probably take six weeks to overhaul the A3B6D and another week for installation. Shipping costs can be substantial. When it comes to sales taxes, location matters. Oklahoma has no sales tax on parts or labor. .

Continental eliminated ECI competition with their product line, but retained ECI products that compete with Lycoming. http://www.airpowerinc.com/productcart/pc/cylinders.asp?catid=70&subcat=75 Ominous future if Textron sells Lycoming to the Chinese.

kmyfm20s mentioned Lycon. Barrett is also excellent. http://www.bpaengines.com/services/ For precision, they use Serdi valve seat cutting machines. http://www.serdimachines.com/index.php/us/ For an expert opinion, give Monty Barrett a call, 918-835-1754.

All American Aircraft recently sold a Mooney Rocket with an engine rebuilt by Dugosh. Dugosh replaced the Contnental cylinders with ECI cylinders. Are ECI cylinders better or more durable than the Continental cylinders?

New autopliot options from Garmin. https://www.garmin.com/en-US/blog/aviation/third-party-autopilot-support-for-g5-expanded/ http://www.businesswire.com/news/home/20170718005448/en/Garmin®-unveils-revolutionary-cost-effective-retrofit-autopilots-general

gsxrpilot With an experienced pilot operating as a named renter, the insurance cost will likely not increase. This arrangement eliminates title issues. A simple cost sharing agreement where the partner makes a refundable deposit and agrees to pay half the fixed costs, half the maintenance expenses, all of his fuel costs and a reasonable amount per hour for the engine reserve works well. The Air Force requires four hours per month to stay on flight status. For some reason that is getting harder to do.

http://www.tc.faa.gov/its/worldpac/techrpt/ar0949.pdf See page 1

For a J and just to keep it simple, assume the jets and ATC aren’t pushing you. Approach level 2400 at 17 for about 120 At GS or FAF, gear down Prop forward Flaps half to reduce stall by about 6 knots Fly ILS at 90 to 100 knots For non precision 5 T’s Descent -800 to MDA+300, -500 to MDA +50 Level MP to 20 for about 90 Full flaps optional with runway in sight Stabilize on final and plan to cross threshold at 70

http://www.aircraftspruce.com/catalog/eppages/dualmaglyc.php http://www.flyefii.com/products/ignition-systems/ This product has replaced many Bendix dual mags on the IO-360-A3B6D in experimentals, but they have no plans for certification.

Do you have an engine monitor or HSI? I didn’t have either. First addition was an engine monitor. My CFII suggested I add an HSI. That was great advice. If you have an engine monitor and HSI, the Stratus 2S and Foreflight combination is hard to beat. It would probably cost over 15K to duplicate that capability in the panel and you can save over 1000/year for maps and plates. If you want to get you IFR rating using a WAAS receiver, the installed cost of something like he GTN650 or IFD440 would probably approach 15K. There are risks with used equipment. Manufactures can drop support for older models and Jepessen may drop database support like they did with the Northstar M3.

Disruptive technology may be closer than we expect. https://www.youtube.com/watch?v=Kxryv2XrnqM&feature=youtu.be

bradp Sporty's is advertising it now, but as you said, it is only available for experimentals. http://www.sportys.com/pilotshop/avionics-and-radios.html Looks like it might be worth waiting for, especially if you don't have WAAS.

Anyone tried the Appareo transponder with the Stratus 2S?

Stall speed = SQRT(weight/gross weight)SQRT(1/cos(B)), where B is the bank angle. Simple rule of thumb, on final, reduce stall speed by 1 knot per 100 pounds below gross weight.

Russell did the R&R for my last engine overhaul. After the break in flight, there was a blue stain on the inside of the cowl. He started checking and discovered a cracked fuel line that had probably been damaged during shipment. He recommended replacing the fuel lines to be on the safe side. Definitely owe him a lot and will miss him.

Mike Busch, Diagnosing high oil consumption. http://eaavideo.org/video.aspx?v=3302992369001 I like Mike.

A year ago, my Dukes fuel pump started leaking. I called three MSCs. Two recommended a company in Tulsa and one, Maxwell, said they would call me back. After waiting a few days, I sent the pump to Tulsa. A week later I got the pump, $1100 + S&H. I discovered that the pump had been overhauled by Aeromotors in Wisconsin. I called them and found out their standard charge is $400. Then Don Maxwell called. Without me saying anything, he recommended Aeromotors. Spent some time on the Glasair board. Most of them build their planes, so they are sensitive to component costs. One of their best threads is where to get stuff. I suspect most Mooney pilots would rather leave maintenance to the experts, but can’t help but wonder if the CBs would like to know the best places to buy stuff.

Exactly. That’s why I’m perfectly happy with the J, but if you have 600K to spend on a plane, comparing the Silver Eagle to a twin or even an Acclaim could be worthwhile. Turbine reliability using widely available Jet A, pressurization, performance and efficiency are fairly easy to see, but cost of maintenance is the unknown. Don't have any reliable data on cost of maintaining the RR turbine. Silver Eagle thread http://www.p210silvereagle.com/mbbs/forums/thread-view.asp?tid=38 Sample comment from Tom N999KM: WE have 450 Hrs on a 95 conversion we purchased used from Ole. Summer time 160-190 196kts-202kts temps 0C Winter time 160-210 202 kts- 212 kts temps -10- -20C running at 750C on engine temp. Ours has boots and radar. The annual maintenance costs using a preventive program is less than either the Mooney 305 Rocket or Riley Skymaster we flew before. It just keeps on going. We do annuals with Ole so he works it over very well. WE have been looking to upgrade for some time but have found nothing that comes close to acquisition and operating costs.