geoffb

Call Falcon in AK and fly more. I'm at a higher hull value and hangared less than 50 yds from you and I'm paying significantly less. Did you see a significant increase after the claim?

We're in Corvallis with a 262 conversion, dual 75 amp alternators, TKS. Without Monroy tanks Palm Springs from PDX non stop will be tight. Probably a 5 hour flight in the high teens in mine. I cruise at 65% ROP. Haven't managed to get mine to run smooth while lean. We make that trip at least once a year and up high down the east side will pencil out, but there are no small number of days when running down the east side of the sierras will be unpleasant. We usually stick to the valley to Palmdale and then cut east. Costs some time but usually a better ride with better outs. We trek to Santa Barbara a few times a year, that would be no problem with standard tanks non-stop. Most of my flying is for work around the northwest. The airplane has proven to be truly capable. Rockets are faster, but every time I sit down and compare the travel times, you burn more gas to save a few minutes. Even PSP from CVO the extra 25 knots only yields a half-hour saved.

agree, suspect you have a short to ground somewhere between the switch and the relay

TKS gets all over the interior of the airframe. Gets in the wings from the under wing inspection panels, gets in up under the belly skins, runs down the vertical into the tail cone. If it was at all corrosive, the plane would be junk by now in the 500 hrs since TKS install.

what model M20 are we talking about here?

That sucks. Seemed like a really good guy.

Same here. Ditch the old and go with the EI, you won't be disappointed.

For everyone's reference, exhaust pipes are different -LB to -MB because of the different turbo. V- band clamps too if a remember correctly.

I think it was $800.

I've had 2VF in and out of Ryan Field in MT. 2,500-ish ft of grass at 3,500 MSL. I was light and it ended up being no problem. Left early, don't know what the DA was but it was close to freezing. Don't need to do that again. Grass is no issue. DA and weight are. My E was a much better short field airplane. My K is a pig, and still only 200 HP (OK 210).

Just did my mains. Spruce has donuts in stock at $177/ea. Couldn't find a better price. So $1,4xx for 8 Did them myself under supervision, first time. Didn't have 8 hours in the job, soup to nuts including some flailing around. So an experienced shop, with paperwork shouldn't be more than one man-day. That included disassembly (with inner gear doors), clean, visual and dye pen inspection of the tower and bolt. I understand the nose gear is a bigger pain....

I’m skeptical that a TN Cardinal is 20% more efficient than my 262 conversion at 17.5. Yes, the TN, angle valve IO-360 should be more efficient due to the difference in compression ratios. Also, the TKS panels and prop boots cost some. But 10 gpm vs 12.2? I run 65% on the power chart, between 60 and 80 degrees rich on my leanest cylinder, depending on temps (my -MB is not a smooth LOP machine). This gives me a pretty consistent 12.2 gph and at 17.5 it’ll give me 170 it’s, maybe a hair more. i know i have the slowest K model in the fleet, but less efficient than a Cessna?

I love these threads. You like high wing airplanes, want to go 160kts, no retract time, don't like to suck O2, pleasure use only and you've got $200k to burn? Find a pponk'd 182 (of buy a good Skylane and pponk it when the time comes) enjoy 145-150 kts, cheap insurance and cheap annuals. Spend an extra half-hour each way, twice a year? Easy trade for the simplicity and capability of a 182 compared to turbo, deiced, retract anything. Nothing will crush your love for aviation like the running cost of an airplane more complicated than you need...

I got mine in about 8 weeks from Airpower.

Thread resurrection. Finally time to replace the mains on 2VF as the right side ones are done. Got the right side done today and it went pretty smooth. Full weight on the wheels wasn’t quite enough to get the collar on, so jacked the left side up a little and that got it done. Now on to the left side and while attempting disassembly, the lock collar screw is too far forward to come out the access hole. I’d guess it need to move aft 0.040-0.060 for the head to clear the hole. I’ve tried a few things to try to bias it rearward with no luck. Wish they’d given us a bigger hole. Anybody had this issue? Any suggestions? thanks

Yeah, triple that number.

Anything that increases the resistance of RTD circuit will tend to increase the temp shown on the gauge. So, the vast majority of issues with the probe circuit will tend to show a high temp, not low. Just FYI.

the scavenge line check valve leak will fill up your turbine housing and ultimately leak out the exh pipe, then when you start it, it will blow oil down the right side of the belly not aware of anyone overhauling them and new was $1,280 a couple months ago.... The supply line check valve is a completely different animal than the scavenge

post these in the For Sale section. They should move quick at that price

Don, Did these sell?

Temperature seems to have a big impact on performance. At -5C mine seems to clear ice pretty well. At -15C it seems less effective. If I enter icing without the unit running and primed and I get a buildup, it can take a while to clear, especially in those below -10C conditions. So, bite the bullet and get that $25/gal fluid running before you enter the clouds. I will carry an extra jug if I think I may see ice on both outbound and inbound trips. I've got an inadvertent system with hot prop.

Minor note, a 12V aircraft will have 3 brushes.

Yes, you could bang these out a small cnc center. I haven't finished a model, but I don't think you'd have 5 minutes of machine time per. I think you'd go the owner produced part route.

Wish mine was that fast. Also wish I could run max cruise at 12.7 gph. What CHTs do you see at 180 at that power setting? Max cruise on mine, keeping CHTs to 380, I see more like 13.6 gph in the high teens. That would give me more like 180kts at FL180. Could still knock out a 6-hour leg no problem

Happened to my E on landing at high and hot if at idle and full rich. Didn't need to be anywhere near 9,500 DA. A little throttle on rollout would catch it, but happened to me twice while focused on other things (getting stopped)