bmcconnaha

Using Jimmy garrisons J model value guide, I come up with low two hundreds. I watched a similar one sell for 169k, and sell quickly at that. without any upgrades, and no where near as fresh of an engine, so I assume that’s accurate. I most likely won’t put it on the market before I go get the g3x in it. I haven’t found anything I’m been in a hurry to go buy, search for a new plane is just as hard as I remember. So, that’s as close to a price as I’ve gotten lately, sorry.

i havent officially put it on the market. the attitude indicator failed, and i havent replaced it yet. didnt want to put it on the market with that like that. i have a bunch of avionics scheduled to be installed starting in three weeks, so i was most likely going to go through with that. i didnt see much sense in replacing the AI if it was just coming right back out. if i had an offer i couldnt refuse, id let it go.

Airforms did the metal and the silicone baffles as a complete set. What does “overnighted the baffles will cause cracks mean”? These seal up ok under the cowl, but I’ll probably change them out down the road

Hi Dan, Hector at Aerocomfort did the seats. Avian leather. A-245 Slate.

If that 360 is fresh, I’d keep it and focus on the low hanging fruit. Perfect rigging. Clean up the antennas etc, and not go much further. If I had a 360, I’d highly consider the MT prop. For both it’s climb performance and it’s smoothness. Unfortunately, I hear it’s pretty tough to get your hands in the lopresti cowl. I really do like the 390, and especially like it up high, but it’s definitely not worth taking a relatively fresh engine out for one. Sounds like you’re enjoying your J. It seems the most expensive time is either when the airplanes down for maintenance and you can’t fly it, or the weathers bad, and you can’t fly it. I type that as Im browsing barons in another window, lol.

i fly occasionally LOP, especially if i have no where to be, or its bumpy and im slowing down anyways, but i havent messed with speeds LOP. when i have the G3x installed next month, ill run some more numbers.

A few knots gained over the course of a typical flight when converted to min is depressing, lol. I took off the other day about fifteen mins behind my pal in his Comanche 180. I caught him about 80 mins after I departed. And we’re talking much more than just a few knots between the two.

Mine was removed from service because it was an oil leaker, not because it was tired. It had a relatively recent top OH before I bought it. Just wasn’t comfortable with the leaks, particularly ones I couldn’t find sources for. i bought the plane with the intention of overhauling it eventaully, i just moved the timeline up. looking at the current delays, i am glad i did. So, that’s most likely not the case on it not making full rated power. compressions were still strong when i pulled it.

@Tx_Aggie to answer your question on the 390, without speculation. Down lower, I’ve seen 169kts true. But, that is not usually where I fly. I’m usually 10k plus. Tough to say the exact number, because obviously testing on different days, and different weights. This is typical of a 14500 cruise for me. 100-125 ROP. The better improvement is how it climbs though. It’s a definite improvement there. I took off out of Sheridan WY with the old 360, with two people onboard and full tanks, and it was seriously not happy getting to ten. The last time I left Sheridan, I climbed to 14500 with a similar load and didn’t think twice. I wouldn’t go out of my way to replace the engine with a 390 solely for a speed gain, that’s throwing good money away. But, when it comes time to overhaul, I’d go that way again. I had the a3b6d engine in mine, and I wanted to get rid of that magneto arrangement anyways. The 390 actually was a couple grand less than the 360 a3b6 and almost 4K less than the a3b6d (lycoming factory rebuilt). I sold the oem prop to get the hartzell top prop, so it costs a few more grand in the grand scheme, it was definitely worth that. Common misconceptions that you’ll hear: cylinders cost more: they don’t its only ten horsepower: well the engines were certified at different times. The 390 makes 210hp or more. The 360 was rounded up. hopefully that helps you. with that said, other than removing an antenna or two, there will not be anymore money spent on speed on this airplane. In the end, it’s a J. It does what it does, and does it well enough. If I need to go faster, I’ll buy a bravo or a 252.

Awesome, thank you. I’m going to replace hoses, so it makes sense to flush it with the new stuff

Besides me? I’ve posted and been asked a hundred times about the speed gain. It’s faster.

I don’t recall ever seeing it replaced in the logs. Plane is a 1990

Seems easy enough, thank you

Ok, I’ll ask my a&p about that. Thank you

That’s an idea, I’ll give that a try also when it’s this cold.

I saw graphite lube if I remember correctly was what was specified in the maintenance manual. Ill pull the inner gear doors and have a look. Would you bleed the brakes while you're there? Or, is that opening a can of worms?

Last night I had something odd happen with my left brake. I left Three Forks, Montana after a quick turn there. No issue with the brakes. Very cold OAT. Around zero degrees Fahrenheit. The weather was deteriorating, and it was getting dark, so I landed in Missoula Montana for the night. When I exited the runway, I had a very apparent pull to the left. Definitely a sticky brake. I slowly taxied to the FBO. They put me in a heated hangar overnight. On getting to the plane this morning, the caliper was still dragging pretty good. I pumped the brakes on both sides again, and it freed right up. Any idea what to look for? Can taxi and take off at an airport that has some loose and compacted snow get snow with debris in the guide and jam it up? Thanks, Bryan

You mean non hangar elf LED recognition lights

I would absolutely fly an ovation in the mid teens. I fly my J there often. Granted it has a 390 in it, and gets there better then it did in stock form. The ovations I've been in we're happy there. I just flew mine from Idaho to Texas in the mid teens.

Well, the time has almost come for my full panel overhaul. I’m about 45 days from starting the install, and need to clean a few things up. The last two things on my list are the ignition switch and glareshield lighting. I like the idea of the electroair ignition switch. Can anyone share their experience if they have gone this way? Surefly mag in the left spot. Regular slick in the right spot.

175 hours, and that was with some down time installing the IO390 in my J, which was not as simple as just an engine change. Also had some issues with the electronic mag from lycoming that caused some down time. Otherwise, it was a great year, minus the fact Covid took my best flying pal this December. Pictures are from through the year, and a few from a great trip from Coeur d Alene Idaho to San Antonio, Texas to drop of at aerocomfort.

I do the same, but in knots in my J. Ads-B tracks are usually pretty accurate for me. The was my last landing, back at KCOE. Wind was 8knots direct xwind for 24. I was indicating 80kts on final. I’ve never seen anything as slow as what the accident airplane showed on the flight logs.

thats quite a heater. my J has a decent heater, but nothing like that

interesting. i asked the same question, and had a TXI quoted and a g3x quoted.... and it seemed the common consensus was the ability to remote mount some stuff (second com/transponder) and the fact that the g3x also can drive the GFC500 AP if the 275 or g5 fails had people leaning towards the g3x. it seemed people who installed either were happy.

That is most likely what I am leaning towards. Maybe even a 340.