helitim

Hello Flight, Long time nice I have been on this board but I would like to tap the collective wisdom of anyone who may be familiar with the Skybolt aerobatic plane. There is a gentleman offering to trade one toward a plane I have for sale but I simply do not know much about them. This particular plane was built in 1998, has an IO-540 w inverted oil system, basic VFR panel, Firebolt empennage, Hartzell aerobatic prop. It has been sitting for a few years but from all photographic appearances, it looks to be a solid plane. I have not yet inspected the plane but we are close to that point in our negotiations. Other than the basic engine/airframe corrosion, low compressions, dried rubber hoses, tires and generic airplane issues, what would be a deal breaker? Anything particular to the Skybolt to watch out for? Thank you in advance, Tim

I installed a GTN 750 in my J and bought a Searey with the G3X touch and prefer the G3X. Easier to maneuver through the functions and provides full engine monitoring on one device. Added a GPS20 and it is now ADS-B compliant. Much better performance for the price in my opinion.

My tank reseal at Troutdale Oregon was just over 10K but, a few additional repairs had to be made due to damaged rivets from a previous repair attempt. ADS-B is going to be between about 2K - 5K depending on what you choose.

I gave Garmin Pilot a 1 yr subscription chance after the install of my GTN 750 and GTX 345R plus a few other gadgets. At the end of that year, I let it lapse. I much prefer my other EFB and am willing to use the SD card reader for the 750 updates.

If a tiny 2BR/2BA home in the Bay Area didn't cost around a million dollars in many neighborhoods or, the rent for one was not 3-5K per month you might find a $65/hr A&P. If a mechanic in the Bay Area charged those types of rates, I would honestly question his competence or sanity. It is a simple matter of economics. If you are willing to leave California, finding what you seek is possible.

Since we are talking landing lights, let me update all of you on a problem we are having with a Whelen Parmetheus PAR 36 and 46. About 2 years ago we installed Whelen Parmetheus landing and/or taxi lights in 5 of our club planes. A Piper Archer, Moooney M20J, Cessna 152, 172 and 182. Two of the 5 planes have developed cracks in the outer lens cover of the bulbs and one of the two is down to only 3 of the LED's actually illuminating. I spoke with Whelen and they said to send the offending lights in for evaluation and possible replacement. We feel confident they will replace them once they see the problems. My question to this group would be, has anyone else had a problem with the lens cracking or losing output from any of the LED's individually or collectively? Tim

Cessna Pilots Society. cessna-pilots.net This group split off from CPA (Cessna pilots assoc) several years ago when they realized CPA was going down the tubes. It is, in my opinion, a very knowledgeable and helpful group of owners and pilots. Information on most all Cessna's up thru the light twins.

I just ordered two of them. Thanks for the link. Tim

Skates, If the 14th is chosen, I can attend. Working the 7th. Tim

Gentleman, I would like to tag onto this topic with a similar but slightly different question. Have any of you found an alternative method of compressing the front rubber discs without the special tool? My former Mooney is still owned by our local flying club and they asked that I assist with performing the annual the year. Our IA suggested placing a tail stand under the rear tie down and then use a floor jack underneath the right side of the nose tire to lift directly on the truss to compress the discs to allow easy removal of the bolt thru the collar on top of the three discs. This uses the planes own weight to compress the discs using simple physics. Once the bolt is out, jack the plane up normally and finish separating the nose gear to remove the discs. Has anyone used this method for nose gear disc replacement? Tim

Flight, I have recently sold my Mooney and bought something that has the fun meter pegged. The good part is, I can have my cake and eat it too. My flying club bought the Mooney so I can still fly it anytime I want. Took my seaplane check ride Dec. 1 and I've already got almost 15 hrs on the Searey since then. Being able to land on the water (intentionally) is just a whole different level of fun. Other pilots have recently taught us these types of planes are not designed for certain maneuvers low over the water so, lessons learned. Notwithstanding those items, seaplanes are a blast! Tim

A handhold would be nice but not an option here. As stated, the tailwheel can have a mind of its own sometimes. I am trying to avoid pushing on the vertical or horizontal stab if I can find a better way. Lots of people do it, just looking for a better way. Not familiar with the Bogi bar but will be before the evening is done.

Flight, Anyone here with experience moving a tail dragger around, what is the best method you have found? I have recently purchased a Searey amphib that has a pusher engine configuration so grabbing the prop and pushing/pulling is not an option. With two people it is quite easy to push on both wing struts but not so easy by yourself. Do not like the idea of pushing on the tail feathers as they are all cloth covered. I have looked online at the Tail dragger dragger and it looks promising. Any other simple, economical, manual suggestions? I do not need a powered unit as the plane is comparatively light. Thanks, Tim

One option Garmin pointed out in a tutorial video was installing the G3X and letting a GTN6xx/7xx be the certified data source for navigation and approaches. While this may not be cost effective for the average aircraft owner, there may be a time in the future where this is feasible to certified aircraft and some owners now with deeper pockets.

Some of you are probably much more aware of the difference between certified vs exp avionics. I have only a limited knowledge of such and was pleasantly surprised at the capabilities of experimental products for the price. An experimental plane I am considering buying has a Garmin G3X touch system. Researching the components, I am very impressed at the capabilities and the much lower costs associated with them. I am very impressed with the G3X system based on online research. My Mooney has the GTN 750 with other Garmin items and it does not seem to be near as capable as the 3X. Anyone here have firsthand experience? Are they as good as I am lead to believe? (This topic should have been listed in the avionics forum instead of here. My bad)

Hmmmm, I have a 345R, which I had installed new, and did not receive a notice from Garmin. Will be calling them tomorrow about this. Thank you, Tim

The mount is made by Guardian Avionics https://www.guardianavionics.com/ipad-iphone-panel-mounts

Yes, it does take a bit of free space. That was one of the reasons I chose the GTX 345R.

It's been several months since the install so I can't remember off hand. Next time I am at the airport I will try to remember and look for the manufacturer and get back to you.

Flight, I have a conference to attend near the Phoenix SkyHarbor Airport the second week of September. My initial thought is to fly into Goodyear (KGYR) and get a rental or Uber to the Sheraton Grand Phoenix. Not knowing the area, I would appreciate any suggestions as to whether there may be a better plan of action? Would flying directly into KPHX be an option or is the airport not really hospitable to small GA fliers? Scottsdale maybe? Thank you, Tim

Very nice floor. If I wasn't renting, that is an investment I would make. The parts were all from my last O/H. Case had fretted and was no good. I replaced the cylinders w new so these were left over. Bought the prop for $100 from shop near me. Someone had landed gear up and curled the tips so I gave them a trim and polished the pieces. Had the case powder coated and the push rod tubes and valve covers chromed at a local shop. Drew out the glass top shape on a cardboard template and had it cut to fit. A waste of money probably but, I like it. During my research for this, I saw a number of radial engine tables but no reciprocating ones. I thought this would at least be different.

Couldn't think of a better use for use for a non-airworthy case, cylinders and prop.

It was balanced to 0.02 IPS at the Watsonville airport 2/2016 about 2 months and 50 hours after installing the Powerflow. I bought the Powerflow used and as removed from a fellow MS'ers 201. He stated he bought it new and put about 650 hours on it before selling to me. I had placed 304 hours on the unit when the failure was discovered at annual in February of this year. I kept all the parts in case I do ever decide to replace it. The guys at Powerflow said I would need to send it in to get the replacement discount offered..

The collector box on my powerflow fractured rather extensively. The people at powerflow said it could not be repaired but did offer a somewhat discounted price on either a replacement collector or the entire Gen 2 system. Not an unfair offer but I didn't feel like buying a second powerflow for the same plane so I put my factory exhaust back on. I miss the improved performance but enjoy having the 3.2 AMU in my pocket. Long story short, glad I kept the factory unit.

Sac exec