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About philiplane

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    Won't Leave!

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    Fort Lauderdale KFXE
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  1. Just for fun, I've put Lord isolators on one engine of a twin, and Barry isolators on the other. After five years, the only difference is the price. And the availability. That was the actual reason, we couldn't get eight of the same brand at the same time. They're made from the same materials. Neither Lord nor Barry makes their own rubber compounds. The raw materials come from the same supplier. The raw materials are compounded to the same specs, because they have to produce the same durometer rubber. With the same load bearing capacity. I guess if Barry cost more than Lord, people w
  2. Hi, I am trying to do my self a little paint touch up, but with 64 I am struggling. To get into the fuselage to take some rusty I don’t even know how to get in there with out touch anything, so does anyone knows a good paint shop in Florida with a good price?




  3. Sebastian Communications on Merritt Island, across the river from KMLB does a lot of full panel Garmin work http://www.sebcomm.com/
  4. A turbocharged Lycoming will last longer and be more reliable than a turbo Continental. It has none of the cylinder issues (short service life, faulty rotocoils, weak valve guides, etc), there is no starter adapter to fail, and the turbo control system is the best one ever developed.
  5. I see plenty of white fuzz on the inlet side of fuel bowl screens, it comes from fuel dispensers. How yours got on the other side is a mystery though.
  6. Always look at areas where recent work has been done. Sidewalls have to come out for avionics work, and oxygen ports may not be tightened correctly afterwards. Plumbing down stream of the regulator has a large leak, so it's more than a finger tight low pressure fitting. Or, the regulator itself has a leak when turned on.
  7. Airparts in Fort Lauderdale has 22 in stock under the Barry part number J-9613-82HA. $185 each.
  8. The OP is talking about real world conditions, averages that he would see, not special arrangements for self-fueling at home, etc. Load up the family and go. The average price for fuel nationwide is much higher than 3.85. More like $5.00+, which is what you'll pay when traveling to the places that families want to visit. 8 gallons an hour loaded up with family? Putting along at 55 percent power maybe, but the people in the back just want to get there. Fully loaded planes with a family in a hurry on board burn at the high end of the range, up to 10-11 GPH for 200 HP. Got to get there befor
  9. So with the average of $338 an hour, and your 3-4 times factor, you're saying you can operate an M20J for $84-112 per hour? When it cost at least $60 hourly for fuel?
  10. The 3 to 4 times factor is not comparing apples to apples. If you take an M20C, and compare it to a 310, obviously the costs will be 2-4 times greater, depending mostly on how well loved the 310 was. That's no different than comparing a Smart Car to a Chevy Suburban. And twin Cessnas run from a basic 310, to an all-weather pressurized 421. The 421 will easily cost 2-3 times more than the 310, because it has 2-3 times more systems that need maintenance. You should be comparing a late model FIKI Ovation or Acclaim to the 310. The capabilities and equipment are similar. And, I'd
  11. If you have a need to haul a family over water or rough terrain, a twin is a better choice, and in many cases, is a better value overall. The nonsense about triple the costs is just that, nonsense. When you compare the total cost of a late model HP single to its twin counterpart, they are close to even. The single's higher purchase price is offset by lower operating costs. The twin's lower purchase price is in turn offset by the higher operating costs. I have 30 years of commercial maintenance experience to draw on, and 20 years of owning and operating a Twin Comanche, a Geronimo Apache, and a
  12. It will, at FL250, optimum CG, and running the engine hard enough that the cylinder life might be 600 hours...
  13. I've flown, instructed, and maintained at least 80 different plane types. Several thousand hours worth of post maintenance test flights, and rigging check flights. So, the comment that a Cirrus "doesn't hand fly well...or trims poorly" doesn't fit the plane at all. The only real difference is that elevator up travel is limited somewhat more than others, as part of the stall resistant design. Even so, I can land it at 72-74 knots, after an 83 knot final approach, and still be able to pull back and hold the nose up till it falls on its own around 50 knots. Not much different than any other plan
  14. I just want an Acclaim, but with the new TE0-540 Lycoming, 300 HP minimum, the new big double doors of course, BRS, and a 1300 pound useful load. Go.
  15. Let's face it though, the market has spoken. Since about 2008, both companies offered reasonably equivalent products (avionics & performance) in the Ovation vs SR22. Cirrus wins on useful load and cabin size. For those who had the choice between a new Mooney and a new Cirrus, at the same price, well, you know the outcome. One company is selling 300 planes a year, and one is selling none. I'm reasonably certain those 300 people are smart buyers. Mooney can't go much further with the constraints of the existing design. The long body series needs something substantial to compete. 20
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