BKlott

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About BKlott

  • Rank
    Full Member
  • Birthday 01/18/1957

Profile Information

  • Gender
    Male
  • Location
    FA40
  • Reg #
    N5479R
  • Model
    C172M

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  1. First of all let me say how very sorry I am for your loss, Stacey. I do have a suggestion to offer. You may consider contacting some local people who actually reside in the vicinity of your high probability search areas to see if the conditions on the ground are likely to improve between now and the summer months. That may help to improve your chances for success.
  2. Passed my Instrument written today!

    Congrats on passing your written. Good luck with the oral and practical! Flying instruments well is a very rewarding experience...
  3. When to replace starter?

    I’m on my second starter for this airplane which I have owned for sixteen years and counting. Like everyone has suggested, there are a number of other components which could be the cause of your issue other than the condition of the starter itself. My last starter gave no indication that it was about to go and I got stranded on a $100 hamburger run. “Honey, can you come get me?” Boy did that turn out to be an expensive hamburger! Short of picking some arbitrary replacement interval like 8 to 10 years or a certain number of starts / flights, I don’t know how else you could do it. There is some advantage to building in reliability to try to avoid inconveniences but that can get real expensive too.
  4. Lessons learned

    OIL SUMP CAPACITY All Models (Except AIO-360 Series, O-360-J2A) ................................................8 U.S. Quarts Minimum Safe Quantity in Sump (Except – IO-360-M1A, -M1B; HIO-360-G1A) ................................................2 U.S. Quarts IO-360-M1A, -M1B; HIO-360-G1A ..................................................................4 U.S. Quarts AIO-360 Series ........................................................................................................... Dry Sump O-360-J2A..............................................................................................................6 U.S. Quarts
  5. That is great news. What a very special achievement! Congratulations, Jolie.
  6. o-360 overhaul

    You ask a great question here. I think that most buyers would naturally assume that with a 2,000 engine they are facing a major overhaul in their near future. Then it isn’t just the cost of the overhaul quoted by the engine shop. There are the “incedental” expenses as well. These include things like removal, shipping and installation costs, the overhaul or replacement of accessories like your carburetor. Your engine mount should be removed and sent out for a dye penetrant / x-ray type inspection to look for any stress cracks or internal rust inside the steel tubes. What about the baffles? Will they need to be repaired or replaced? How old is your oil cooler? That is another single point failure item that can ruin your whole day. (I had one blow on my airplane while checking for leaks during a ground run-up following an oil change. I was lucky! Couldn’t have happened at a better time!) So the true cost of an engine job involves more than what price the engine shop quotes. What does their quote include versus what all really needs to be done to do the job right? Then to take your question one step further with regards to the purchase price of a C model...or any airplane...needing an overhaul, what is the condition of the rest of the airplane? Looking at the “big bills”, avionics, paint and interior, what will it take financially to make the airplane the way you want it? If the plane needs everything done to it, the seller could literally hand you the plane for free (he won’t) and you will still end up putting more money it than you are ever likely to get out of it. As a potential buyer, you are asking the right kinds of questions. Take your time shopping, be patient and think it through carefully.
  7. Cost of ownership "budget"

    I think there are advantages to paying cash for your airplane and having a minimum of $30,000 in liquid reserves available so that if you get caught with the engine job right off the bat, you can afford to get it and done properly. That is about the worse case scenario for a new owner. I have seen people buy airplanes that they really cannot afford to own, operate and maintain. One example stands out with a guy who needed to finance the purchase of his airplane. He has a loan payment, hangar rent and insurance bill before he even gets off the couch at home. One of his wing tanks started leaking so he just stopped using that one as he couldn’t afford to get it fixed properly. Later on the other tank started leaking which led to a very expensive repair bill. He ended up financing those repairs. Not long after that was done, he had a bad vibration in his engine. After inspection, it was overhaul time. That plane has not flown for more than a year while he is scrounging for dollars to pay for the overhaul job. It is a sad and expensive cycle to witness. Others will disagree, but for the average guy, I think that if you cannot afford to pay cash for the airplane, you probably cannot afford the airplane in the first place. The sad truth is that you would be better off renting and walking away from the problems and costs of ownership. There are also owners that don’t spend a nickel on the airplane that will tell you how affordable it is to own one. Their plane will have a thirty to forty year old faded and chipped paint job on it, a ragged out interior, crazed glass and avionics that the Smithsonian is looking for. They don’t stop to realize that the airplane’s value has diminished beyond the point of economic repair. Unfortunately, our airports are littered with examples of this type of ownership. Owning an airplane is one thing, operating and maintaining it are a whole different story.
  8. Congratulations! What a special day for both of you.
  9. Roy Halladay/Icon A5 Crash

    Local news reported the following: Witnesses to Tuesday's crash described the plane flying low. "From my house to the top of the trees, (the plane) went past a little ways over the trees, hung a left and then tilted to the left into the water," Michael Lennon said. Leslie Southard said smoke was coming from the engine. "(It was) flying really low, and you could just tell it was going down," she said of the plane.
  10. As a suggestion, you should have it pulled and sent off for an x-ray type inspection. This way any cracks or other issues can be identified and properly repaired. My IA told me that all but one of the mounts that he has sent off for inspection over the course of his career needed some repairs. Remember, that mount has been supporting that engine weight for some 52 years and some 2,600 hours of flying time, during which it was exposed to heat, vibration and G forces along with some significant temperature changes. How confident are you that the structure has no cracks in it? Something to consider.
  11. From retro to basic

    You have legacy avionics in your airplane like I have in mine. Two years ago I was trying to figure out what I should do with ADS-B and everything else. I ended up going with the Lynx 9000 NGT and really love the unit. The avionics upgrade issue came down to a major bill for my situation. In order for me to upgrade to a big box WAAS GPS/NAV/COM, I would have to replace my existing switch panel as it would not properly interface with the GPS. Same thing with my VOR Indicator. One of them would need to be upgraded / replaced as well. Additionally, I too have a separate 3LMB like yours. The new switch panel would incorporate that so my separate unit would need to be removed at that point. Also, the new big box unit would eliminate the need for the ADF, it’s Indicator and antennae. So all that and the associated wiring can be removed. Now the panel covers would have all these holes in them so...time for new metal panel covers? To further complicate my situation, there would not be sufficient remaining space in my stack for my existing #2 NAV/COM. I would need to replace that perfectly good radio with a slimline type NAV/COM. Finally, it would be time for a new Weight & Balance. Figure out what all the above would cost and that is why I went with the Lynx unit providing ADS-B In & Out to use with my iFly 740 for navigation. These upgrade projects can become a classic case of one thing leads to another and another... Great job convincing your Wife that buying the airplane is a less expensive solution! Not sure you’ll be able to pull that one off again but I am proud of you!!
  12. B17 at KDVT

    It is always a treat to see these classic aircraft flying. Once had the opportunity to fly the pattern behind a Ford Trimotor. That was fun!
  13. Salty, are you going to pull the engine mount and send it out for inspection?
  14. The posts were in response to someone who wrote that “...engines don’t just suddenly quit.”
  15. When you look at the description of my power loss events, I think you will realize that neither an engine monitor or oil analysis would have shown early warning. The monitor would clearly show that a problem occurred when it was taking place but it would be too late at that point to do me any good. Admittedly, my experiences could be described as flukes, not likely to occur in the first place or be experienced on a widespread basis. Those flukes can kill you just the same. I don’t want anyone who flies to mistakenly feel that there is always an early warning to these events...there isn’t...that oil analysis or engine monitors will eliminate the risk(s)...they won’t. They can certainly reduce your risk to some types of events but YOU still need to be prepared anyway, just in case. An old timer once told me that you will never know how you will respond to an emergency like this until you actually experience it. He said that some guys will freeze in absolute denial. Some guys will pull back on the controls trying to hold the airplane up. (That won’t work.) Some guys will panic. He told me that you have to KNOW that if the engine goes on takeoff that you MUST come forward on the controls to maintain airspeed no matter what you see out the window. That is your only hope. In my case, I recognized the problem, accepted it and dealt with it the best I could. There was not any time to panic or get scared. After the Mechanic at Kissimmee found the piece of fuel tank sealant, about the size of a booger, that caused our forced landing, fixed the plane and sent us on our way...that was when I was scared. Climbing back into the airplane for that first takeoff after the power loss...that is the one that will get your attention.