bigmo

@LANCECASPER Did you run power to the pillar? Any tricks for that? I like that setup.

Not to get sidetracked, but a pro tip on the cowl removal is grab an adjustable mechanics stool or creeper. With my last aircraft, I was laying on the ground trying to decide where by legs we’re going to go when I looked over and noticed my creeper with a huge height range. Slides under, expands to support the weight. Easy peasy.

This is going on my Santa wish list this year. Pro tip - grab your wife’s phone, open instagram and say what you want to buy 3x. Do this daily for a week and her feed will be nothing but what you want. I'm batting 1000 and she thinks she’s crushing Christmas!

It varies wildly in the US, but nothing like that. At busier airports that deal in lots of traffic, $7-$8 a gallon is not uncommon. But there’s pockets of the country where AVGAS can be had for $4.50 a gallon. I filled up last week for $4.65 a gallon…which is tolerable. When I’m on long cross countries, I do look for gas under $5.50. That’s kind of my fence line for price. I won’t fly out of my way for cheap gas unless it’s a handful of minutes that saves me $50.

I just bought a Sentry Mini for $400. It's TINY and I mean TINY. No antennas, and gets a signal for both GPS and ADS-B anywhere in the cockpit. It's about as thick as an iPhone and about 1/2 the size. I was looking at more mature option for "in" but this is a no brainer. I had "real" ADS-B in on my last aircraft and I don't see any difference using this option. There's clunkier options available for less $, but I wanted something that was not a distraction.

I really hope that works out for you. These ‘last step’ delays can be super frustrating. I’d not bet the farm just yet on April. You’re definitely not the only one in this boat. Lots of guys sitting on lots of cash outlay and no approved autopilot.

This is incorrect. 91.161. Nothing special for any IFR operations, except for you'll cancel on the ground and open on the ground. It certainly cannot hurt to do the free training, but it is absolutely not required if flying under IFR.

Thanks for posting this. Might put this on the radar for a future add-on. Not crazy expensive for an emergency backup. I'd like to see if people can get a good GPS signal without running the antenna, but I expect it could be tucked away on the glare shield someplace.

If it were a centralized FAA, then yes. But Special Flight Permits are the domain of the local FSDO. They have an obligation to service their local IAs. Being objective, if I were the FSDO, I would not risk and a/c flying across the country when their are perfectly good IAs on or near the field. Doesn't pass the risk/reward test. Regardless, it seems the seller has zero time/money to suss any of this out. I do think a fire sale/auction will generate a buyer and get him funds quickly. I'd love a project like that if I were retired.

So are they REALLY happening? I don't follow all the AeroCruze drama threads, but it sounds like they are shipping the right servo brackets, it requires some fabrication, DAR involvement and FSDO approvals??? It's indeed a great AP if they are really shipping again with the right install parts. Very pleased with my S-TEC, but if it ever gives up the ghost, I'll just go all new with the AeroCruze.

Check with @Alan Fox too

You'll want to read up on FAR 21.197 on Special Flight Permits. The problem, like anything FAA, is that how that process works will be up to the local FSDO (where the plane is at, not where you are). It's not a tough process to go through, but the FSDO may not (probably won't) sign off on a cross country ferry for your convenience. If the plane were stuck in the middle of nowhere without access to maintenance - then yes. I'd do a little research on a compelling case to warrant a cross country flight. They're going to be thinking safety, not worried at all about saving you $. Step 1 is getting an A&P (does not need to be an IA) to sign off that the aircraft is safe. That might be hard to get. I'm pretty sure that you have show that all ADs have been complied with (check the FAR for that). That A&P will do a pretty thorough inspection, but not an annual. Their livelihood is on the line, so you might not find a ton of guys lining up for that action. Step 2 is getting the FSDO to approve your request. Step 3 is getting permission from your insurance underwriter. Step 4 is the easy part - day VFR flight to your ferry location. IMO, it would be way easier to find a couple of local IAs, let them know you need to get the aircraft back in the sky under annual. But, you know how that annual lottery goes. Could hit paydirt with a $2500 annual, or hit craps with $12K. We've all been there...

There's a C model on eBay right now that's not too far off what you have (but it is at least in annual). Bidding is at $39K. So that's probably a good starting point. You could change your strategy to "Make Offer" here - that might entice someone that has time, skills, and the desire to get this thing flying again. Then run an auction with a reserve set at the floor that you can live with. Even used, that navigator is probably close to $10K - so you could think about cashing in on it and then getting less for the plane as a whole. Would be nice to see it flying again as opposed to yanked apart for parts.

Only because you asked - the simple answer is no. As mentioned above, you have a number of items really impacting your plane. Not in a 1-n, but the stand out issues are: The engine is near TBO. That's ok for many people, but lenders won't touch a motor 85% through it's expected life. So, you're now dealing with an all cash buyer and that will really limit the market. It's out of annual. Same as above, no lender, and most cash buyers are will not want to deal with the requirements to get it home just to find out what kind of project they have. While I appreciate your transparency (and that's a good thing), what you've articulated is a project plane with the potential to be a MAJOR project even for someone that's willing to take it on. Realistically, you've eliminated 90-95% of the market. There are a lot of pre-J's that are ready to fly away, have motor life left, and don't have a bunch of asterisks accompanying the purchase that are priced marginally above what you're asking. You're going to have to find someone that's willing to sign up for whatever they discover, and that's a risky proposition. I can't see anyone spending much more than what the collective parts are worth, yet hoping that with minimal finds, they can get her airworthy for $10-20K. I won't make a guess what that figure is, but it's well below your asking.

With a little effort and wing work - that’s a steal!

I was looking at a J with leaks and was thinking about incorporating this into the purchase. "Turn-key" was $16K for the 64 gallon. It was a lot, but at least done forever (ish). Luckily I found another "more better" plane. Reasonable for the amount of work IMO.

Not exactly. Very familiar with ideal gas law and Charles law. Again, not to turn this into a bicker fest - there's practical advantages to using N2 vs air. There's a reason that ALL military aircraft and vehicles use N2. A primary concern is corrosion, but a side benefit is better stability in temperature variation. I've not spent a ton of time around commercial airliners, but the ones I have been all used N2 as well. Is air bad? Of course not. Is N2 better. Yes.

The PRACTICAL reality to using N2 is that you don’t have to adjust tire pressures all year. Silly jokes aside, it’s far preferable to air. In quality tubes, it lasts me all season and stays +/- 1 psi period. In tubeless setups it never changes. Heck my last fill on my truck I didn’t touch it for 4 years. Temp swings from -45F to 115F (and the extremes that the road and friction add).

I just fly at night. Cooler, better air, and easy to get where I want direct without vectors all over the place. Midwest summers (specifically June - August) are just fun in the day. I've generally quit flying "for fun" - so I just get up as high as I can. I've got a knack for knowing when the wind sheer will make flying a pain (and my wife just can't tolerate the bumps). It was 46 yesterday morning, so we're about to enter the best flying season of the year.

Good gravy, that's BEAUTIFUL Hank! Mine was owned by LASAR in the 80's and 90's. So there appear to be a few prototype mods that never went into production. It seems as if it was a combination "model" and also their shuttle plane as it went through 100 hours for two decades - presuming they used it to shuttle people and parts around the west coast. The panel is very functional as is - and I will be leaving things be for a while. At first, the GNS480 scared me off, but frankly I love it. Would I prefer a shiny new GTN? Sure...but it's loads better than the 430/530. It's a true FMS, the menus are intuitive and with Keith Thomassen's SUPER impressive guide (best $25 I've ever spent), it will serve me well. The STEC-30 w/ alt hold is linked via the GPSS module and will fly and manage a whole approach procedure. I think I'll be able to adapt to the GMX200 MFD vice depdning on my iPad - figuring that out now. The EDM 930 is SO nice. My only plans for now is a recover of the seats in leather (80's grandmaw couch style gotta go). Already have that all sussed out.

I’m on my 3rd cup of coffee and that idea just came to me too. There’s a spot with two panel screws are 2” apart. I could find a ram base, use one existing hole and just drill a hole in the ram base to match the other panel screw. Get some panel screws 1/4” longer - done. That’ll be a good temporary solution while I see if I like the location.

Perfect…thanks. Any chance you tried one of the good 3M adhesive options?

Anyone successfully using a Ram Twist Lock ball mount? I have a nice clean painted panel - smooth with no imperfections. I *THINK* it will hold really well. These things cling to glass like nobody's business. It will need to hold tight enough to support a full size iPad. I'm not 100% sure of the mounting spot yet, so I don't want to drill the panel just yet, and this seems like a nice way to try out a location before I commit with a dril.

I'm quickly realizing that I'm just a caretaker or steward vice owner. My plan is to fly her until it's time to hang up the headset and then pass it on again.

There are lots of 8 degree options as lots of a/c (especially Cessna twins) have a 8 degree tilt. 14 is quite a bit - did you ask them if they (the OEM) could adjust it for 14 degrees? I have a bud with a Bo and he had one modified from 0 to 8. I do think it was RC Allen, but it’s been a while. Would make me think if they can make it work at 14. Any electronic options that allow up to 14? I know they all have calibration options that allow 8…but the G5 installation guide doesn’t show the range of choices.