MIm20c

I’ve heard those are pretty expensive? Thanks for the pictures, my intake does not have a full length ramp. Instead it has a flapper valve at an angle to allow the TN to override the ambient.

I know your eyes are trained better than mine. But please tell me how a trained IA (locally around $50 per hour) could spend 300 hrs fixing this plane and not have it flying? That amount of time could almost build a damn RV12.

I would agree with your instructor. The rate based AP’s struggle with the weather conditions you mentioned. I think the over controlling is magnified in the short body. However, they would likely keep you fresh on a long flight so your concentration would be available for approach.

No reason to get pissy about it. I did not look at the photos because I have no intention of offering him a few dollars and taking a saw to it. The ad said a mechanic resealed both tanks and was chasing a remaining leak on the right side. It’s not my place to knock his ad so I was implying at an expensive airport with no hangars available it would be hard to attract a buyer for a local project. 5k for one tank is professionally done at a well known shop. I hope this plane will continue to fly many more hours. However, it will take a special buyer like @Raptor05121 and a willing IA to make it happen.

Congratulations! My son is just over a year and a half. Already grooming him to be my future copilot. Enjoy being able to flight plan and check the weather most nights from around 3-4 am

At the pumps last week I started talking to a Cherokee owner if front of me. He purchased his plane 6 months ago and already has 400 hrs on it. His plan is to get his ATP and get a job for the airlines. At age 51 he will probably have some resistance climbing the ladder but I wish him the best.

My advice is to pay a mechanic to make it airworthy. I would think 3-5 k would get it in the air.

So the metars show up attached to the proper airport (on a gtn) with the $10 package?

You guys are making my head spin. So what is the ROI if the new top prop gets dinged a week after installation?

??? How did you get that to work? I thought they had a database separating the aviation from marine.

You’re looking at it. This is specialized fuel sold in very small quantities. FBO or county run you still need to make a small profit to cover the expensive equipment and liability of providing it. If the price doubled it would be more in line with what it will be in 5-10 years.

IMO plane values are at the peak of what you will see over the next 30 years (minus inflation). Really cheap fuel, sky high stock market, and easy/cheap loans.

I would run from a shop like that. Because no matter what you’re getting a $8k overhaul or an over priced (heavily marked up) top prop when they have you by the balls.

The 152 overtook the Mooney and hit the rudder?;)

The AD prop adds $2-3 an hour for the inspection which takes about 20 mins including R&R of the spinner. I’d be more concerned when the overhaul was done and first run blades or not.

What a well balanced video! Not sure if Mike is on MS but if so great job. Only thing I would change is adding on an in flight portion to the video that pulls it all together.

Sounds like fair prices to me. Let me think about it. Could you PM me the price of a 440, I might decide to do a 440/430 combo.

IMO the STC identifies the two legal install positions if replacing one of the standard gauges. All other gauges must be kept in the current location which is subjective because of the vast number of shotgun panels out there. options IMO 1. Follow the stc and place the G5 in the T&B location moving that instrument to the old adf location. 2. Place the G5 in the altimeter location and drop current instrument down or diagonal to empty spot. 3. Swap out the old backup AI with the G5. It is not a backup in this situation it is just another panel with flashing lights to keep you awake in flight. IMO the experimental version should be legal to install in this location.

@M20Doc had a really nice checklist but I can’t seem to find it right now. Might want to sign up for savvy and have them help you with the process? They know a lot of the local trustworthy A&P’s.

I don’t think the SOS output is a simple 12v output. I think it is a high frequency burst of energy that would be hard to measure with a voltmeter. I would ohms out the wire lead you are referring to to make sure you have good connections. Make sure all the connections are tight on the back of your starter switch.

People are able to install the G5 as the required backup to the aspen display from many installers. I think if you ask the shop nicely they might let pick the mount location as yours is not a required item. If it was me I’d bump my altimeter over or down and put the G5 to the right of the 256.

I agree although anything over 8 at this time would have me looking elsewhere. 4-6 makes no difference to me.

Some pics of the EM. First- low power 6.8gph low altitude run Second-TIT leaned to 40 ROP 8.4gph Third/Fourth- leaned per the chart above

I do have a IAT sensor on the JPI that will show the air temp going into the carb but I forgot to lock it on that option today. I also did not play with the carb heat at all although in the past I’ve found a little bit of turbo helped even things out and make the peaks much more abrupt. I was going to test with the turbo at the higher altitudes but it was not making proper MP today in the climb. I’m going to have my mechanic out this week to remove the exhaust system and check the turbo. Kind of bummed as I was planning on flying to Texas next weekend and I’m worried the bird will be in pieces.

pressure altitude/temp/RPM/MP/FF/TAS 10,500/-2c/2480/19.8/9.2/150 9,500/-1c/2500/20.7/9.6/151 8,500/0c/2400/21.4/9.7/149 7,500/1c/2400/22.3/10.3/150 6,500/3c/2400/22/10/148 Leaning another 0.8 gph from the above values did not noticeably lower TAS or add roughness.