BloodRedSkies

I have a 1969 E. It has 201 Windshield, Lasar cowl closure, flap and aileron gap seals as well as the the tail seals power flow. The downside is I have the 3 blade McCauley. My plane does exactly the book numbers to about 10k and is about 2kts better above 10. I plan 150kts and it's usually about 151-154. I'm waiting for Hartzell to come out with the composite two blade and we'll see from there.

Find out for us. There are about 5 of those for 150-300 bucks on my market place

Exactly what I'm looking for. I'll do that tomorrow with my laser therm if I have time.

So with my 'E' I flew it in the coldest weather I have so far as it's my first winter in Minnesota with this plane. The air from the heater was not hot. I want to see what my expectations should be because I never had complaints about our 231. This is the coldest plane I've flown in MN. Just to rule out operator error. There are the two push pull control for 'heat ' and 'ventilated air', the lower pedestal vent control lever, and the two footwell butterfly valves. With the ventilated air closed and heat on full the air coming out the center vent was warm not hot. It was -11c out and my engine seems to run cool 24/24, 267-312 deg chts I have the power flow exhaust. The back seat would have been unbearable. So what are the obvious things to check? Tubing? Air getting passed the ventilated air valve? Other places in the plane that leak air also (overhead vent, baggage door etc?) What is normal heat from an E or F?

That's Goose. He's my back seater. Show name "Airelines Talk to me Goose". He's only 9 months.

Mine keeps them on.

Taking Jumpseat privileges away would be stupid and knee jerk. He could have just done this at the controls too so what's the difference. In the rush to hire everyone with a body temperature over 90 maybe the needs to be a little more vetting.

I think his bird is down for the count for now. He has a spinner bulkhead give way last week. I'm over at 21D Lake Elmo and we don't have landing fees either.

That might make me do that then. I might do my panel in phases because it's already ok. I usually just leave the 430w in traffic in the terminal area and the 650 on map. I can live for a while. I'm sure they don't support the GDL 88 just to get you to fork over and buy a 345.

I get the wx being adsb might not work. Why wouldn't the traffic with the GDL 88 not work? It's displayed on the 650 and the 430w.

I have a GTN650 & 430W. 650 is hooked to my G5HSI, 430 hooked to a GI106A. If I was to replace the GI106 with a 275mfd can I hook both 650/430 into the 275 so I can get weather maps etc from the 650 on it too?

What about a Comanche 260(b)? Has the Jumpseat area 4+2 seating and can carry a lot relatively efficiently vs a lance and should be better on the budget than a Saratoga vs a Lance. Just a thought.

MSP has Signature if your pax is departing from a terminal. If you are staying the night several hotels just down the street with shuttles. MSP is not bad for getting in and out of.

That seems really odd. I know mine is way out of rig and it's got a 3 blade and a 201 windshield so imo they cancel out. I true out 148-152. I probably wouldn't know this if I didn't have G5s because my mechanical Airspeed Indicator basically sticks about 118kts IAS and won't go past that (even in a dive). It's close to correct below 118 in the pattern. I wouldn't have really questioned it to much if I didn't have the G5s. Mine is also a 1969. What power settings are you using? Are you sure your ASI is working properly? Have you done a GS test? Go up to 7.5k and run it 4 directions and average it compare that to the book. Even my roles left, control surfaces sticking up beast can do 145-150.

I have dual G5s, GTN650/430w, GDL88, GTX327 right now. It's the way I bought the plane and seems like a good set up so far. I'm using a GDL50 for my iPad and foreflight. Which would be more efficient to use and why a Flightstream 210 or 510 with the current panel?