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About N6018Q

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    Full Member
  • Birthday 01/26/1966

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  • Location
    : Louisiana
  • Interests
    Flying, fishing, scuba, woodworking
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  1. One advantage of the B6D over the A1A, if you have a Hartzell prop, is that the intermediate RPM No Continuous Operation zone (mine was 2100-2350) is no longer applicable. At least according to the Hartzell factory rep I spoke to.
  2. 3373026464 changed vacuum pump this year and had electric fuel pump overhauled in 2018
  3. Also have Lasar cowl mod (planned to have it installed next annual) and a ice chest AC with remote
  4. ADSB compliant with Uavionix (wingtip)
  5. TT 2359 Hours Engine TSNEW 1200 Hours Only 3 owners since new. JPI 830 with fuel flow (verified over ~100 hours to be +-1/2 gallon)installed, fuel servo overhauled along with new hoses, harness, plugs and battery installed 2018. All logs since new. Blackstone oil and Savvy analysis available for the last 1-1/2 years. I purchased the plane October 2017 and have put 145 hours (~85 xcountry) on it since then. Last annual in March 2019 at Maxwell. Every reliability issue was addressed, along with new pucks and nose gear overhaul. Last two annuals in excess of $15,000(total, not
  6. Maybe we are even more elite than I thought??
  7. 633,317 pilots INCLUDING 167,804 students as of 2018. With 327.2 million people in the US, that means we represent just under 1/5 of 1% of the general population. Probably the only elite group I'll ever belong to!
  8. I was aware of about $5k- tires, pucks, hoses, 500 hr mag overhauls. The rest - servo overhauls, extensive wiring issues, additional mag issues became apparent after 4 to 5 hours of flight. In my opinion, the engine monitor was absolutely necessary. My prebuy guy wasn’t a Mooney specialist and that wound up costing me additional amu’s. I guess I was probably pretty lucky, didn’t know anything about cam wear, oil analysis, etc (didn’t find this site until after I bought the plane), but my 5 or so oil analysis’ have come back good. So essentially I have $45 tied up in it and it still has a crapp
  9. I bought an E in 2017 for $26k. “Ugly paint, a ratty interior and VFR panel” almost exactly describes it. It’s still like that, with the exception of a JPI 830 I added to the panel. With that said, l’ve spent well over $20 k on the first 2 annuals on deferred maintenance to ensure reliability. The only thing I would have done differently would be to bring it to someone like Maxwell Aviation for the first annual rather than the second one. Solid midtime engine, mid 140 knot plane that I don’t hesitate to fly regularly on 600 mile crosscountry trips. I’m happy
  10. I actually climbed at a little lower power setting, about 2450 rpm, cowl flaps open, ram air closed and 120 mph so the cht was about the same. I do try to never let it get above 380°. I have a significant spread between #3 and the other cylinders. All the same probes, no ring type that normally causes the difference. I guess its possible that I have a bad probe but I haven't had an opportunity to get a mechanic to swap two of the probes to check accuracy. I have considered at least the Lasar closure just for the possible cooling but I've read mixed reviews on them. I've experimented a lit
  11. Density altitude was a little over 5000’ at the 2200’ elevation airport that I took off from so by extrapolation (which I’m not sure is linear), the DA at 7000’ was probably around 10,000’. I do have a JPI 830 and my fuel flow was around 10.5 gph. My peak egt (#2 cyl) is 1460 degrees. I was about 145 lbs under gross (45 gallons fuel and 500 lbs in the front seats) I know the 160 degrees ROP wasn’t very close to peak power but my #3 cht was at 375 and I didn’t want it to go any higher.
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