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About Oldguy

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    Won't Leave!
  • Birthday May 14

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    : Pell City, Alabama (KPLR)
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  1. If vacuum, check the faulty side for a broken cable. If electric, could be anything from a loose connector to a broken wire to needing them rebuilt (1,000 hr. requirement).
  2. Yeah, I love how we enter an octal squawk code to match up with a hexadecimal one for our plane. Univac to IBM integration anyone?
  3. And this is one of those "never thought about it" things for me. Thanks!
  4. If you have the M20 J Illustrated Parts Catalog (IPC) you could look up the section on it and see how many parts it shows as being different. That might give you an idea of how far you want to pursue changing it. The catch might be you would also have to change out the rear panel as well as many other parts underneath them both. If you only have cracks and not missing chunks of plastic, I recommend talking with Bruce Jaeger (https://www.jaegeraviation.com/) about repairing them or sending them off to Aero Comfort (http://aerocomfort.com/) to cover them. While PlanePlastics makes the parts, they require a significant amount of cutting and trimming to fit them to our handmade planes, even if it is for your specific S/N. But they are significantly sturdier than the original ones.
  5. Sometimes it comes through openings in the foot wells and firewall that are not sealed properly. Then there are door seals that do not really seal and you get some exhaust coming into the cabin. And as @DualRatedFlyer says, sometimes fully closed isn't. CO is insidious in the ways it finds to get into an enclosed area where there are humans.
  6. Along these same lines, I believe there have been several posts on here talking about the great experience and product they got from Jewell.
  7. Hey @Jesse Saint, can you give a call out on the transponder and whatever it is underneath it? Everything else is identifiable for me, but just wondering. And an IFD 550 - sweet!
  8. Okay, so I am a computer guy, and tend to take everything literally, but a couple things have come up in previous threads, and I want opinions on if they apply here. Many on MS have said an annual inspection is literally just that: an inspection where a list of airworthy items, and others, is provided to the owner for their review and determination of what should be done. Maybe we (owners) and mechanics need to agree up front on what an annual inspection is since we seem to keep revisiting the same issue. Should that have been done here? Taking a plane to the previous mechanic is fine, but it may create an expectation by the mechanic to handle work on the plane the same way as they did with the prior owner if nothing is discussed about how the new owner wants things done. If the prior owner gave the shop his implied approval to do what needed to be done, and no new directions were given, then, yes, it probably comes down to a solid case of lack of/mis-communication or no new expectations.
  9. When I put my Aspen in, I lost my standby vacuum but had to keep the engine-driven pump for my speed brakes and gained over 12 lbs. UL. Now, I have swapped out my 430W, MX 20 for an IFD 540 and gained another 4+ lbs. UL to put me at 900.95 lbs. UL! I would consider swapping the speed brakes out, but I can't see the value of dropping ~7 AMU just to lose that last vacuum pump. But I really would like the standby power supply, so we will see what the next couple of years brings in my Christmas stocking.
  10. A T-hangar at KLAL is $347.75/month inc. tax. My box hangar (King Air size) at KPLR is $375.00 /month. T-hangars are in the $225+ range depending on services (electric doors vs. slide, concrete floor vs. asphalt, etc.).
  11. ^^^^This. I have noticed we typically talk about two types of planes in MS: "forever planes" and "the plane I am flying until I sell it for the next one". Forever planes do not get a financial analysis, and the spending on them is not much of a concern, other than affording it. The others should not get one, otherwise they might never be bought. All of our planes hold value fairly well until they don't, so I almost feel it really doesn't matter what you put into them. It is somewhat of a sunk cost.
  12. I find myself in a similar dilemma at times where there is too much happening to get time to fly when I want. But for me, after a certain number of hours awake, working (at home or the office), dealing with animal issues (geriatric horses), and everything else, I don't feel I would be giving it my best and getting the best out of night flying. It may have something to do with more circuits around the sun, but regardless, I would treat my night flying the same as I would my daylight flights, i.e. if I can be comfortable with whatever risks I may encounter, I would fly at night.
  13. When you are doing the panel, pull the interior, glare shield and seats and send everything off to Aero Comfort in San Antonio (or somewhere similar). You will get back a box of redone pieces which will make the interior of your plane look new. You can get a price list from them, and it will give you several choices of levels from which to choose concerning whether you want cloth, vinyl, leather, etc. Or you can do this when you have it painted (and put in new glass all around?). Either way, if you are willing to do some of the removal and re-installation, you could save a few AMUs.
  14. Congratulations on both the IR and the SCUBA certification!