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GeeBee last won the day on August 6

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    M20R Ovation 2GX

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  1. It does not change the fact that the mechanics on pleasure boats make more than aircraft mechanics.
  2. No they do not have to be certified. However the shop I use pays their Mercury factory certified mechanics 75-85 per hour. Nobody in general aviation is getting that kind of money after expenses. Shoot, HVAC here is making 55/hour as an apprentice and that includes full benefits including 401K match, health and drive home vehicle.
  3. The point is the total revenue. The marine shop has a lot less total liability exposure, not to mention regulatory exposure. Overhead costs for an airplane shop are way more than a marine shop. Overall being in the marine business is a lot more profitable and less exposed. Further a 40% disparity in pricing is not margins, it is gross magnitudes of order. If both shops have the same take, the marine mechanic is still making way more.
  4. The shop labor at my marina is 135/hour. The shop labor at my airport is 95/hour. Who would want to be an A&P?
  5. Is this the consideration for the use of engine anti-ice for a turbo jet? That is a whole other pickle barrel as you have a huge pressure drop in the inlet which causes rapid state changes in moisture. Once you drop below 1 mile vis, you have huge amounts of moisture condensation before the fan.
  6. Aviation: She is a cruel mistress but you keep coming back because she is sooooooo good, when she's good.
  7. You are flying an airplane, not an Otis elevator and the regulations reflect that.
  8. According to Carlus, with Continental parts prices and the pricing they offer on factory remans, it is difficult to compete with a Continental reman except for the 4 cylinder models and the old O-300. He will do Continentals but it will not be cheaper than a factory unit, but I guarantee you it will run better, because he balances them tighter and they breathe better.
  9. You have to consider the totality of the situation and what risks are present. Would you fly over an area of below minimum airports where if one tank did not draw you could not exit the area to suitable airports on the remaining tank? Probably not. What about electrical, if your alternator throws craps can you make an approach to minimums before the battery is gone? Me, I got two alternators and two batteries so that is not a consideration, as long as the function of the standby is verified. What about O2 range if you need it? A whole lot of variables which come into play to give one pat answer. Back in my ETOPS days I know of pilots who would not accept a North Atlantic route without a mid-ocean alternate. They would would take the Victor routes, but that presents its own risks as well. Of course their toe would draw circles in the sand when you asked about how they fly HNL. Point is you can never eliminate all risk, flying itself is a risk, but it is how you mitigate foreseeable risks that you can do something about.
  10. Consider this. Would you do the same mission in a light twin no questions asked? If you lost an engine, are you going to do an approach to minimums on one engine? Would you be able to go around in the event of a missed approach? Really? Would you be able? Now consider that your risk of engine failure in the light twin is twice as high. So you are more likely to do that approach to minimums. Now compare the risks. If you say, "Yes I would do it in a light twin" then you should do it in a single too.
  11. I had an O-320B2 done at Gann. Purred like a kitten, on the dyno turned 173hp even though rated at 160. I sold the airplane and the new owners report it is strong. I also had a friend with a Baron that had both engines done at Gann. They are running really good.
  12. Which is why Bob Chapek was shown the door. There was not only unhappy families, there was unhappy Disney board members.
  13. Well the 787 tried going with electric driven compressor with just air expansion, it was insufficient. Had to add refridgeration evaporator to the system, still more efficient than bleed air. However it is "back to the future" as the 707 had freon backup too, an FAA requirement based on the distrust at the time of ACMs.
  14. About 20 years ago we did a research project on a F-250 diesel turbo. We mounted pyrometers both before the turbine and after the turbine as well as pressure sensing of the compressor itself. Our goal was to determine the amount of "cool down" and "spin down" required for some high performance ball bearing turbo units. What was surprising is at power, after 10 minutes run time at power, how much heat was removed by the turbine itself. About 350-400 degrees difference between the "TIT" probe and the nearest exit probe. What was equally surprising was the ball bearing turbo while having excellent acceleration required more cool down time that the stock unit because it being a billet machined compressor wheel vs the lighter cast unit and having ball bearing maintained a higher RPM longer creating a greater heat of compression. Generally the stock unit after 1 minute of idle was ready for shut down whereas the ball bearing unit was about 2.5 minutes
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