201Steve

Yeah, nothing fancy about the data cards for the 400/500 series. I presume it could easily change hands a couple times and end up in someone plane never knowing one way or the other, but there def has to be sketchy shops involved.

Plus one for this idea. You’d have Mooney’s from all over the country show up. What better way to build energy?

I was saying hello to your paint job, on behalf of my paint job. Lol I’m strongly considering a cut, polish, and ceramic. It’s still in pretty good shape

Why, does it look that bad?!

I’ve never considered a low pass over the airport as being reckless. I’m reading the current edition of AOPA magazine and Richard McSpadden (love his podcast) tells a safety story where someone makes a low pass on the field and he regrets not confronting the pilot about it. Seemed a little over the top to me, but... what say you about the practice of a low pass?

201Steve frequently mistaken for MooneySpacer 201er and the geographically nearby N231ER

Steve 77J Current town: St Simons Island GA Hometown: metro Atlanta GA Interests: Long walks on the beach, badminton, and avid collector of pogs. just kidding (anyone remember pogs?) You can typically find me meandering around the airport any day of the week. If not there, maybe I’m going slow in my JEEP CJ. I run a trucking company and specialize in multi axle heavy haul, oversized and overweight. I also run flatbeds and a little bit of Van freight. If your line of work could use help with this service, please let me know. The airplane is the best investment I’ve ever made into the company bc it keeps me working hard to keep and maintain it. Pure motivation.

Hello paint job

Yes! I say the same thing. Pesky high drag steps.

Mine is factory no step as well. I thought it was a gear up landing clue when first noticing it at purchase

As I tell my gf leaving the house on Saturday mornings, “I’m going to hang out with the old folks” =) Come down anytime for a doughnut and coffee. Where did you say you were based again?

It’s on their Facebook page. I did mine a few weeks ago. The only difficult part is the safety wire but it wasn’t terrible. I’m glad I did it and think I could get it done quite a bit faster next time.

It is odd to me that Savvy is suggesting anyone but Maxwell, seeing that they promote type specific shops for each application. I believe it might be farther than their “1 hour flight time” rule but still odd they wouldn’t mention that. Sorry I have no useful response.

If you fly the airplane 50 hours over the next “2-3 years” you’ve already caught up to your $3,200 even if you never see it again. Also agree if you’re primary fear is in fact the Potential loss Of $3,200 Over 3 years, you’ll want nothing to do with full 100% ownership.

Theories of Mx. it’s just something I’m into.

Yeah for sure, all around poor description. Side bar to the point, what aircraft and why is it yawing in in cruise

Here’s my Sunday afternoon day dreaming thought of the day. People talk about ground runs as if they do not correctly mimic in flight power output. I understand this in the sense that, it’s impossible to put enough load on the engine to make it “work as hard” on the ground. However, we always talk about this in terms of temperature. “Can’t get the operating temps high enough”. Think about it in terms of the theory in which camp A would say, if you’re not flying enough, at least give it a good ground run to circulate the oil. Camp B would say, a ground run will do more harm than good in terms of not vaporizing the water/ creating more moisture inside the engine. It’s always argued against temperature. Conversely, I’ve had old timers watch me troubleshooting my engine or looking for oil leaks, whatever, that’ll rush over and say “you shouldn’t ground run your engine with the cowling off, it’ll get too hot and overheat it.” and then finally, I’d like to introduce the availability of our handy engine monitors, which measure CHT’s per cylinder. For paragraph one I would ask, How can you say the engine is not getting hot enough as actually flying it, when I can look at the head temperatures and see 380 degrees Fahrenheit. For paragraph two I would ask, how are you risking overheating the engine when I’m looking at a CHT of 380 degrees Fahrenheit? The two scenarios conflict with one another, yet they are commonly regurgitated. That said, what am I missing here? In either scenario it would seem that you have the ability to control either scenario to your desired outcome simply by utilizing the engine monitor. What say you?

And @carusoam the avatar doesn’t show up on mobile. Reason I asked was, since I fly a J, arguably the “most powerful” of the mid bodies, why you would need constant rudder in cruise flight. Now I’m more confused that it’s left rudder. My experience has been feet off coordination in nearly all cruise configurations. What would cause a right yawing action In cruise besides a rudder rigging issue?

I’m assuming you are flying a long body?

Lead was my best guess. Thanks for the feedback!

Don’t be that guy

Hey guys, I pulled a couple spark plugs for inspection today. They looked good on visual inspection, but I found on 2 bottom plugs that there was some accumulation down in the hole of the plug, near the base of the electrode. It was kind of built up between the wall and the electrode base. It almost appeared a brownish/orangish color and was hard. I tried to take picture but camera wouldn’t focus. Any suggestion what it may be? Thx

I have found it to be relatively accurate myself.

I just pulled the trigger on almost the same thing. I opted to just add another G5 as I already have one. Keep my price down a little bit. Then after a year, hopefully I've forgotten how much I spent and I'll throw in the G3x

Isn't that what good airplane friends are for? I am out of Coastal GA and I make the 2 hour flight with another bird in trail as a taxi, a couple times a year. I am also the Taxi sometimes.