Pinecone

ARRRGGHHHH. You leave right in the middle of my avionics upgrade, so will not be around to deal with any issues. HOW DARE YOU????? Maybe you can semi retire and just do the online stuff part time???? Enjoy your retirement. I am enjoying my semi retirement.

I wonder what it would do the the production time for a Mooney if they made them like Vans with matched hole skins. All the holes are CNC located, so they pretty much self jig.

Also 172s and 206s. CAP seems to be moving to 206 Turbo for the mountain states and 182s and 172 for flatter states. 172 are still around due to initial training for cadets. Cadets can get the Private through CAP, sometimes for little to no cost.

FYI, the light lenses are now around $373 each. So the LEDs make even more sense.

WRT tp KAP 150 pitch bobble, I find that momentarily activating the CWS button stops it

These are the answer - https://www.gallagheraviationllc.com/Gallagher-Aviation-Shaw-431531-Fluorosilicone-Fuel-Cap-Kit_p_161.html And for bonus points, install these also - https://www.gallagheraviationllc.com/Marsh-Brothers-AeroTough-GF-Fuel-Cap-Washer-Kits_p_252.html

I agree that if there is a way to make it more fail safe, that is good. But equal to original is fine.

CE is not the same as UL. UL rating requires that the product be submitted for testing by UL. And it if passes, it gets the rating. CE is self certification. The manufacturer is saying, yes, it meets the published requirements. German TUV rating is 3rd party testing, like UL. FYI, there are other testing labs and standards in the US similar to UL.

That is why I did not end up with one. It was where I started looking. Prices high and most seemed to have orginal avionics or maybe an early GPS, not even 430 vintage. But, a lot less insurnace cost for a low time pilot.

The point was, some were saying the OPP design had to be fail safe. And the original is not really fail safe. It is a good design based on the performance, but it does not mean it has any specific fail safe design elements. Yes, the replacement needs to be properly designed for the task, but it does not have to perform better than the original, just as well as.

I see a listing for a Gasket - Exhaust Flange Part Number 654887 Item #: 1 Description: TURBO TRANSITION - EXHAUST Quantity Used: 1 Footnote: N/A

That is what I am going with. AERA 760 in dock on the right panel. Fully self contained if issues with main avionics. So G-5 will have 4 - 5 hour battery and internal GPS. AERA has battery and internal GPS and AHRS. iPad (I have both FF and GP installed) has its own battery and semi AHRS. And seriously considering a IBS for the G3X and one GPS/nav/com.

In the day, the Grumman Tiger ads pointed out that they were faster then 200 HP retracts to include the Arrow and the Cardinal. They did NOT compare to a Mooney. I find it hard to believe a normally asprirated Arrow will do a real 140 KTAS I used to flight plan 132 KTAS fly ing rental Tigers and beat the numbers. In fact, a Tiger might be a good move for you. With the Sensenich prop they are around 140 KTAS, fixed gear (lower insurnace), fix pitch prop (lower maintenance). But obviously we are biased here.

How is the orginal intake boot in any way fail safe????

On option is to use Garmin Pilot on your iPad. A more common interface to your G1000 That said, I use FF. I also have an Aera 760 that is getting a docking station. But not G1000. I have used Jepps in the past in paper and likeed them. But Gov works find and is cheaper.

Only problem is, they seem to be no longer available

Sidewinder on in the hangar. Outside the hangar, it or the towbar is either being used to move the plane or off the nose gear. I wonder why ElectroAire did not make the starter button a guarded switch?

Sometime in the spring. I will be able to show off the new panel.

The point is, people want the new part to fail safe, but the original part did have non-safe failure mode.

Properly maintained, they don't fail. The problem comes when they are not replaced due to lack of availability. So even if this OPP version needs to be replaced every 200 hours, that is better than what people are doing now.

Just realize what the differences are. Factory New is just that, all new parts, a new engine. (For Brave, right now $159,000) Factory Rebuilt or Factory Reman is a zero time engine made of a mix of new and used parts, but the used parts meet the specs of new.. ($101,000) Factory Overhaul is an overhaul, done by the factory, typically to new tolerances and specs. ($91,000) Field Overhaul can be from better than factory (more time and care and better craftsmen) to an absolute horror show. Technically, they could open up the engine, inspect it, and put it back together with the same parts and call it overhauled, if the parts and tolerances meet the manufacturers specs. But the specs for Servicable are a lot looser than for New. One advantage to a factory engine is, you can order the engine and fly the plane waiting for the engine, then swap it out in a short period of time versus removael, shipping, the time it takes to do the work, and shipping back. I have no doubt that a quality field overhaul and deliver an engine that is better than the basic factory engine. And in many circles, a first run engine that has a quality overhaul is even better as the heat cycles settle things into their final form/shape. Personally, I would either do a Factory Reman or a quality field overhaul. With the primary determination of what the downtime would be.

Yes. I may have to fly down to visit. Some vaca and stories over a beverage.

I would like that aluminum anti seize would burn off quickly. I would use Copper or Nickel. Checking, it says up to 1600, but I seem to remember it used to be lower. Nickel is good to 2400.

Former TAC guy here also. Hog Driver.

252 ONLY. Encore is limited to FL240. As I heard it, the marketing people wanted to call the plane the 252, and it took flying at FL280 to get 252 MPH TAS, so that became max altitude.