Ragsf15e

Probably, but unwise to assume you’re “perfect” in a new model regardless of experience. A J is a little heavier and may have a different cg causing the nose to touchdown different than his previous experience. Also a new airplane takes a while to get use to. New avionics, different sounds, feels, etc all get people out of their normal habits. I’d recommend ruling out easy things first- pilot errors. When you’re pretty sure there’s definitely something wrong, putting it on jacks and looking for play in the nose or looking at the 8” ride info is probably good too.

Other thing is if you have crosswind controls in and maintain the rudder through nosewheel touchdown, she’s gonna zip.

A lot of us start out doing the analysis you’re doing. You’ll come to find out a few things… first, you can add it all up perfect and then get hit with a prop overhaul or cam shaft corrosion and it’s a $7k speed bump. What most people do is go with a yearly average and it’s around $15-$22,000 all in. There could be huge variations, but there’s your average. Hangar costs are really based on location and circumstances, so that might have some effect. Purchase price will likely be overshadowed by operating costs after a few years of ownership and you will likely get back the purchase price but not the operating cost. You should try to buy an airplane In very good shape which will probably increase the price but keep the maintenance costs down early in ownership. First annuals have been known to cost $10k or more. Finally, finding a maintenance shop that lets you help can really keep costs down and teach you about the airplane.

Or Terry at kc headsets. He’s awesome.

Ahh, that makes sense. I didn’t see the 2600rpm. I’m usually at peak or slightly lop with 2500rpm and that’s how I had the slightly lower ff in mind. I’ll have to try 2600 sometime but my airplane is real smooth at 2500 so I usually just stick there.

That’s real nice and definitely better than my F will do up high! Was 9.1gph just barely ROP? It seems like when I’m up that high I’m around 10.1 gph ROP or 8.8at peak. Just curious? Your E was light, so that definitely helps, but 150kts TAS at 11,500’ and 13deg oat is awesome!

You use a Y. It isn’t exactly designed for this, but people on beechtalk are using it and checking with a pulse oximeter. It requires the highest setting to work for 2 adults.

Truth is that you have less climb rate to work with in the summer. Cooling and density altitude both play a part. Fly early in the day. There are times where cooling is ok at lower altitudes but becomes tougher as you get higher and the air is thinner. The most obvious thing to look at is your baffling and/or oil cooler.

This is too much, I’m getting an oxygen generator/concentrator! Inogen G5!

I also have chrome cylinders. I’ve had the airplane about 10 years now, and I get ~6 hours/qt. It did drop once when I had some cylinder/valve issues, but I had the cylinders OH’d due to the chrome flaking off and oil consumption went back to 6. The breather will spit your thin film on the belly which is normal. Also, I only fill to 6 qt. Never more as it comes out faster.

With how cheap they are, I would order enough of the machine screws, and the sheet metal screws to do all the belly panels. Also, order the Timmermans. All new, all the right size from the manual. Do it once, they will last for a long time. There’s a good chance, The ones in there right now are all different sizes and the Timmermans are worn out. I did this once, and it’s real nice.

I had it happen on my jpi930 sensor when I didn’t properly tighten it, but it was in the engine compartment. The blue stain all over the gear doors after shutdown cued me in. Pick your poison… I flew two hours with it leaking.

Nope, it will take a couple days but it happens without needing to contact anyone. Welcome!

It can leak without using it. Mine was leaking on my left foot, so i had the orings replaced even though I don’t use it either.

Mine use to be off a couple gallons each fill, but it was consistent. There’s a procedure to adjust your k value but it won’t work if it’s not consistent.

Also check that your selector lever is going down all the way. Mine works perfectly as long as it’s firmly down, but doesn’t take excessive pushing… not so much if I’m weak with it.

Well said. One more thing/myth/common thought for the OP… imo, fuel isn’t a big enough expense to really worry about. I fly ~80-100 hours per year and use ~10gph. 100ll costs ~$6.50 where I live, so ~$6850/year. If I averaged 13gph (impossible in a 200hp engine if you lean at all), that would be $7600. So ~$800 different for a huge burn difference. $800 is nothing in airplane language. Heck if you find cheaper fuel and pay ~$5.80, then you just saved the $800. Yes, fuel is expensive, but I spend $20k per year all in on my F. Small changes in fuel efficiency/cost are nothing. But I acknowledge that your going to fly more than me, however I still think it will be a small percentage of your total cost.

You might try a repair. Id ask Top Gun in Stockton first. They might do repairs or know who does. The MSC in troutdale oregon is another option. He used to do full tank reseals but might still do repairs. Don Maxwell in texas is one more option for a repair. They are real good but not exactly west coast.

Id definitely be looking at a Mooney if I was you then. F model or J. Arrow or Cherokee 180 or C-182 also work but slower on the trips.

If you only want to build time, buy the warrior. If you want to do any family trips, by the Mooney.

Nope. They are pretty much the same for mx.

Yes. Possibly even lower because the fuel injected engine feeds fuel more evenly in an F than the carb’d C (apologies to C guys who are now cursing my ignorance). The engines are basically the same except for carb vs injected. Cylinders are slightly different valves, but mx wise, they are the same beast.

Both setups i recommended had backup… just not what you think. You only need 1 gps and 1 nav (ils). If they are separate, you have two independent approach capabilities. Yes, gps is used way more, but if it’s jammed or otherwise notamed out, you want an ils backup, not another gps. So yes, some people have 2 gps, but im very comfortable ifr with 1 gps and 1 nav radio (separate). I have 2 comm radios which I do recommend.

Sorry to go back a page and I don’t want to resume the fighting, but I think a “high speed” abort in a multi engine Jet is a much different animal than a “high speed” abort in a Mooney. I’m not saying that we should abort and slide off the end of runways for every little thing, but controlling and stopping your single engine airplane during an abort is pretty straightforward and we’re rotating around 65kts, so you’re unlikely to get seriously hurt or hurt the airplane trying to stop even if you do go off the runway. Trying to stop from 110kts in a 12,000lb (or more) jet is a much different thing, and you have power to climb out regardless of almost any failure (flight controls being an obvious exception). So yeah, if you’re on a very short runway, maybe that’s a factor in your mooney abort decision, but being at “high speed” in my Mooney and aborting is just fine if I have a problem.

And they have an “SEC Dispute History” link on their webpage to prove it!