MikeOH

@LANCECASPER Thanks! So, it's really a thing. The switch to a cardboard shipping spacer sounds like a smart move! Using a metal spacer and washer that are supposed to be removed is just asking for trouble, IMHO.

Okay, not an A&P, but I've never heard of a 'shipping washer'...is that really a thing, or is it cover term for the washer is correct for all applications except THIS particular engine. Reading the SB sure makes it seem like the latter! I mean, why do you need a washer to ship the alternator?? What is it 'protecting' during shipping. Just leave it out if it needs to be selected for different applications. What am I missing, here?

@M20Doc What happens if the seller won't sign your letter? Are you going to hold his aircraft hostage or merely threaten to turn him over to the authorities? What if he won't let you put any damaging record in his plane's logbook? Not seeing how you are responsible and 'need to protect yourself' if all you are doing is looking over the plane; it is NOT a formal inspection/annual and you are NOT putting your signature on anything. To be consistent, in the case of the painted over corrosion on the engine mount, why are you not turning the previous shop into the FAA? No way that corrosion developed, under the fresh paint, in the short time since the engine replacement. Why is it only the seller that deserves your 'management'? Fundamentally, why is it your job to force the seller to be honest; that's on him, NOT you.

That's the one I have; lost track of how long I've had it...well before I owned a plane.

I suspect the PowerFlow exhaust is just better tuned than the stock ones. And, I think the stock F exhaust is pretty good; which is why the PowerFlow isn't as beneficial for it as it is on other models.

^^^ What he said! ^^^ No matter how much the believers desire, there’s just not much improvement to be had. Whatever little there is just isn’t worth the cost in dollars and added complexity. And, I believe that added complexity decreases reliability rather than improves it!

I think you have a good point; direct measurement of the parameter vs reaction to an over limit condition. However, I struggle with whether there really is a need for any kind of sophisticated electronic engine management system for what is a stationary engine. I've yet to see data that shows a payback in either fuel savings or appreciable power increase. This whole E-mag/knock-sensor push seems to be a lot of solution looking for a problem.

How do you figure two intake strokes per revolution on a four-cycle engine?? It's ONE intake stroke per TWO revolutions, if I remember correctly (your numbers are still correct, however: divide by two, multiply by 4 cylinders) Oh, never mind... you were saying 180 ci Total for the engine per revolution!

Can’t speak to price but I’ve been very happy with my STEC-30 w/alt hold and GPSS that came with my plane. Trouble free for the 5 years I’ve had it.

My 70F is a bit low at 16.5 gph for takeoff. I run 65% LOP in cruise and see about 9 gph.

Yeah, that would have been my choice if it was on the poll

UGH! Thanks for clearing that up. I'm truly disgusted.

@M20Doc Can the assumption that the new shop removed the old AP be verified? What was the old autopilot? Do we know it was still installed when the plane was taken to the new shop? As in, do we know that the shop that just installed the GFC500 removed the old AP, or was it already gone? Definitely NOT trying to defend the shop, but absent some confirmation of the above I don't want to falsely condemn them, either. (Sure, they should have pointed it out, but that is definitely NOT in the same category as being the ones that did this!!)

Nope. Did you miss the part about, "Do you want to work on a plane, or FLY one?" I think you underestimate the difference in proper documentation/DER/paperwork for a CERTIFIED aircraft vs. experimentals or autos. An example: you can't change SUN VISORS without an STC and logbook entry. But, prove me wrong: come back in 6 mos. with a gorgeously restored G that trues out at 175kts and only cost you $10K in parts...and I'll happily eat my words

I'm just going to go with "unlikely" regardless! To get there you're going to need ALL the mods to turn it into a 201/231 airframe. Even if that is possible, the time and effort required with the owner doing ALL the work....how long is that going to take??? Maybe, if you just 'love working on stuff' more than flying, it's a good plan?? These threads seem to show up occasionally, but it always seems the 'just below the surface' goal is to 'save money' by putting in sweat equity. I doubt that works out very well most all of the time. But, if it does, in the scheme of aircraft ownership and operation, it's going to be a pittance; the 'buy in' price is just the beginning! IMHO, up-front money to get what you want is the smart move. We're not flipppin' houses, here

@cliffy Actually, he was a retired career Marine officer/helicopter IP. He was doing a young teenager a huge favor. My minimum wage job payed $2.50/hr, so 6:1 ratio for an hour of dual.

Got ya beat! $10.50/hr wet for the 150, but my instructor was only $5/hr

Back in the stone age when I learned to fly, I used a clipboard in my lap. Now, I just put my 10.2" iPad in my lap! Not the kind of answer you were likely looking for, but I thought I'd throw it out there as it works well for me.

So, 3 knots delta to 15,000 feet. As I said, I don't think Vx varies much

Sorry, I just can't help but to comment on this! Only in the aviation world that the acceptable response to a vendor screw-up is....to fix the problem they created, yourself!! Good grief! Can you imagine your reaction if a car dealer had done this to your car's interior and the dealer, despite being warned by you, tells you it's YOUR problem!! The unchallenged acceptance of this 'standard' is just unbelievable.

I suspect you are right, dependent on the particular aircraft. As @PT20J points out, a jet with thrust greater than weight is a whole 'nother animal! But, for small SEL pistons, I don't think Vx varies much.

From a 1968 M20F POH:

My thoughts are that Vx is nearly a constant speed that does not depend on temp, or altitude. Kind of like best glide speed. So, as you climb Vy decreases but Vx stays about the same and they converge at the aircraft's absolute ceiling. Vx, I think, represents the angle-of-attack where the wing is most efficient while under power. My $0.02

My mistake, I thought I was in an AVIATION forum, not a GRAMMAR one!

I'm a fan of the pink Aero Cosmetics (wash wax all) windscreen cleaner: https://www.aircraftspruce.com/catalog/cspages/aeroplexall.php?clickkey=430284