Pinecone

True. I would be fine with buying higher time, but would want to make sure it was reflected in the price. And also, realizing that overhaul times for good shops are MANY months. CAP C-182 I fly ate a piston. The engine has been at the overhaul shop for 2 - 3 months, and it is #63 in line.

Post on BeechTalk by George Braly [quote]So lets start a "Challenge Thread". Can we orchestrate a total of 10 of AOPA's Junior or Senior "You Can Fly" high school participants - - sponsored by "BeechTalk" for next Oshkosh! THEN challenge the COPA and the Mooney & Cessna people to do the same! George They could all camp out together in one place at OSH. Would need at least one adult chaperone.[/quote]

Duh. Just thinking out loud. But will accept input.

Thanks for the input. I already have a standby AI (G-5), back up nav display (GTN-650 and iPad and old school King NAV/COM with indicator). I will call Andy next week. Wondering if this route makes sense, or go G3X.

A couple of things. Engine is high time. May run for a lot of hours, may need an overhaul soon. They say 5 hours on prop, but show it as 11/16. If Nov 2016, that is not a lot of hours. Even if they mean Nov 16, 2021, it has sat for a bit. I would make sure that the pre-buy shop knows about the gear up to take a good look to make sure there are no lingering issues. Not likely, but better to look for it specifically.

My (new to me) plane has an Aspen 1000 PFD installed. It also has a G5. But it has kept the Airspeed, Altitude, and Turn & Bank. Are the round gauges necessary? Or is something else needed? It seems the 2 panel Aspen setups don't require the round gauges. If the setup allows removal of the round gauges, would I get OK with an Aspen 500 MFD? Or should it be a 1000 MFD? And if so, why? What every happened to Aspen Connected Panel? Is it still around? And if so, does it connect to GTN navigators.

Do NOT put pressure or vacuum on the pitot tube or line until you disconnect it from ALL INSTRUMENTS. You WILL damage the instruments.

It also might be the very early signs as the blow by starts. Too easy to bore scope that cylinder.

Awesome.

Although, with the first thing listed, I would be putting a bore scope in that cylinder and taking a look at the exhaust valve. According to Mike Busch of Savvy, that is the classic sign of an exhaust valve starting to have issues.

Critical altitude should be a density altitude thing. But the critical altitude of an Encore should be 21,000 The 252 is 24,000. If you cannot get full manifold pressure on takeoff, unless departing from the top of Mount Everest, something is wrong. Probably an induction leak.

But installing under the STC requires it to be done by an A&P? Or at least signed off by one.

If picking up after major work, I would not be doing a 4 hour XC right off the bat. Wondering if the engine is going to come apart would keep my attention.

Check with an Apple store. I cracked the screen on my new iPad Gen 9, and they swapped it for a replacement for $250.

Over on BT they mentioned searching on Controller for parts. I found a shop with some 48108s. They were limiting you to buying 2, at $55 each. Controller said they had 33, but when I called, they had 6 left. This is the search for 48109, you can change the number to the left. https://www.controller.com/parts/search?PartNumber=AA48109&SearchType=Start

8. If the engine and aircraft are operating to correct specifications per the Lycoming Operator’s Manual, increase engine power to the maximum airframe recommendations and hold for 30 minutes. This seems to be after the first 2 hours of flying. First hour at 75%, second hour varying between 75% and 65%

To be a bit pedantic, a factory overhaul would not reset the logs to 0 time. A factory REBUILD or REMANUFACTURE does. In fact, with those two, the engine gets a new data pale with a new serial number. And a brand new logbook, showing 0 hours. While the factory can delegate the ability to do a reman/rebuild, AFAIK, there are no such shops. So only the factory. The quality of a field overhaul can vary greatly. As can the standards. It could be overhauled to service limits or new limits. Cylinders can be overhauled or new cylinders installed.

I am meeting Matt Wetzel (listed on Mooney Flyer Instructor page) for my checkout in my new plane in the Houston area.

From the linked press release: " A turn and bank indicator along with airspeed and altimeter must be retained as the three required backups." So not getting rid of all backups. And: [quote] To be eligible for removal of the backup attitude indicator, the EFD1000 Pro MAX PFD with the extended duration battery must be installed with the following instruments: Magnetic compass Altimeter Airspeed indicator Electric turn and bank indicator FAA Advisory Circular permits an electric attitude indicator may be a substitute for the turn and bank indicator if it has its own battery source Graphical IFR GPS (with moving map)[/quote]

Not sure either. But there is light sport gyroplane. And that "rating" in an endorsement by two instructors. Hmm, I wonder if having an LS Gyroplane, is considered as having that Category rating???

Anyone know if for sure if the 252 is 24 volts at the cigarette light? How do I order one of these?

Everyone who has a turbo engine should make a comment against this.

Belt and suspender and back up suspenders.

Yeah, I was wondering if I wanted to add an MFD, whether I could use a 500 and still get rid of the round gauges with the G5 as backup.

Yes, there is that also. When I did my RH ratings (PPL, CPL, CFI-RH), the insurance required 20 hours prior to solo. So by the time I was able to solo, I had done all the dual stuff, including about 2 hours of test prep. I soloed and ran the solo stuff quickly. Even did my XC as a CPL XC to get that out of the way. Same with CFI. I did not have the hours for the CPL, so I started working on my CFI stuff. Switched back to right seat for a couple hours, did the CPL checkride, then back to left seat, a couple of hours and did the CFI-RH check ride.