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About whiskytango

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    Savannah, GA
  • Model
    M20C, M20E, M20K (Current)

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  1. +1 on Lancaster Avionics. They do excellent work, and have always been good about sticking to estimated completion date. I have a feeling they are swamped with ADS-B mandate work.
  2. This is what I know about calculus, and it comes from a sign in the window of a bar in Scotland: Alcohol and calculus don't mix, so don't drink and derive.
  3. One reason to pull the engine rather than do a ferry flight to the shop is that there may be no internal damage to the engine at this point. The next time the engine is started may result in catastrophic failure due to fastener separation. Doing an IRAN on the engine in its current state may be significantly easier than after a catastrophic failure. The overhaul shop, who I think is definitely responsible for making the owner whole again, could argue that they are not responsible if the engine sustains significant damage after it is operated in a known un-airworthy condition.
  4. You may want to use an aspirating sample pump type carbon monoxide sensor, such as a Bacharach Monoxer, while the plane is in various flight modes. This instrument provides real-time CO readings on the meter for the location of the sensor end of the sample probe. This would allow you (or better yet, a passenger seated next to you) to take localized air samples throughout the plane in flight to identify the exact location of CO entry. There are companies that do short-term rentals of these meters. Make sure that it is an aspirating sample pump meter. I discovered a path though a gap in the door seal that was allowing significant CO infiltration while in climb.
  5. For a second I thought this thread was about an aircraft part that only cost 0.023 AMU. Heaven forfend! The $23 is probably made up of $10 actual UPS cost, plus $13 for the guy to walk over to the bin, put it in a bubble pouch, print the UPS sticker, put it on the bubble pouch, and put it in the outgoing UPS bin.
  6. FWIW I am aware of a fire that burned a multi-million dollar new yacht to the waterline. The suspected ignition source? Lithium Ion batteries in an electric bicycle that the owners kept in an aft locker. Keep that in mind when making a decision about personal transportation in your Mooney.
  7. Is it possible that you are referring to Rendrag Aviation in Thomaston GA (KOPN)? They have a David Gardner on staff. There is a Precision Avionics in Griffin GA but no one on staff named David. I would be interested in finding someone who doesn't give up on INOP Century autopilots!
  8. I am wondering if the crunch for ADS-B installations means the avionics industry is putting minimally trained techs to work just to keep up with the work load. I agree with Paul that we have to know as much as reasonably possible about what needs to be done on an avionics install. Having said that, at some point the work is turned over to someone with tools in hand to perform surgery on our aircraft. A lot of what has been posted in this thread sounds like really poor quality control that may be the result of a minimally trained, inexperienced technician trying to meet a deadline.
  9. All of the comments above are good information that will help you in your decision-making process. I will add this subjective consideration: I went from a TR182 to a Mooney K model. The TR182 was a good "transportation" airplane. The Mooney is a great transportation airplane, is just plain fun to fly, and looks way cool on the ramp!
  10. +1 on not spending any money on the NSD360. My avionics guy said it is a difficult instrument to work on since so many mechanical components are jammed in a small space, and as Art mentioned, some parts are no longer available.
  11. Let's see... the Rooskies could jam GPS and do a HEMP attack on the VORS. All that would be left is Celestial Navigation. Somehow I don't think it will be too easy for the F-35 drivers to get a good fix while traveling at Mach 1.6
  12. +1 on GATTS. I got my IFR and Commercial through them, and the training was excellent on both.
  13. Chances are that you understand the limitations of your aircraft better than a marshal. If you did have a prop strike due to loss of prop clearance in saturated ground, the marshal would have said "Sorry, my mistake", but your insurance company would still be out a lot of money. PIC has the final say in the matter. Your were not wrong.
  14. Thanks Navi! This is way more info than TT is providing, although it makes the Mooney STC delay even more frustrating for those of us who have had an INOP autopilot for over a year. More time to save those nickels and dimes for the TT and Aspen I suppose.