DonMuncy

Is this tilt measured when properly leveled on the ground, or in flight.

On my 231, the trail position is a kind of free cowl flap position. One position "locks" them open, one "locks" the closed and in between allows them to open to the extent that the airflow dictates. At least that is how it seems to me.

Headsets, Inc. sells a jack that can be hardwired in the plane and avoid the battery problem altogether.

Don't forget the gene factor and the random factor. In spite of doing everything right, sometimes people get bad stuff very young. I think the best way is to do the best you can (within reason) and take what we get. I'm substantially over 58 and don't have tinnitus (ringing in the ears), but I sure don't claim it is something I did or didn't do.

From what I have read over the years, hearing loss is cumulative and irreversible, so anything you do now will not bring your hearing loss back. That said, everything you can do to keep it from getting worse is worth trying. I use a set of David Clarks which are pretty good passively. I have installed the Headsets, Inc. ANR units in them, which improves the sound level tremendously. I don't claim any expertise in the frequencies which are affected, but I know they sound much quieter. I figure I am doing everything I can short of stopping flying. But I have substantial hearing loss, which I attribute to my years of sports car racing, tuning, etc. But I'm also old, you nobody expects me to have good hearing.

For anyone who cares; the site seems to be working for me again. The only thing I can think of which might have made the difference is that I updated my browser from Internet Explorer 8 to IE 11. If anyone wants to contact me, donmuncy is preferred over don.muncy.

Yes Byron, I got the hub/blades back. They have not been disassembled.

As an update, in case anyone cares. I arranged a sale of the prop blades (at a price that was substantially lower than I had hoped) predicated on my getting them repaired and certification they are airworthy for a J model. I called the prop shop, Byam Propellers in Ft. Worth, and told them to go ahead with the repair, subject to the airworthiness assurance. He hemmed and hawed, and said "let me see what we can do, and I will call you." After waiting several days with no call, I called back a couple of times and left word asking him to call. After a week or two, I sent him an email asking for a response. Still nothing. I was somewhat unhappy with the lack of response. Today, I went to their shop and told them I was there to pick up my prop. His only statement was "sorry we couldn't help you". I still do not know what the problem is. I'm still looking for options. The profit margin on this proposed sale is slim enough I can't see paying very much in shipping costs trying to work the deal

Fantom, Not to argue that my paint job is nicer than yours. I had mine done at Mena Aircraft Painting in early 2004. It still looks pretty good.

Yes, the 12v and 14v designations are actually the same. Typically they charge at a rate up close to 14v, and with no charging may drop down the close to 12v.

If I were the disgruntled customer and was notified of the facts, I would offer to pay you for the "repair" that did not work. If I were you, I wouldn't hold my breath.

What's 718 feet among friends.

In theory, if you drop your plane off at the IA on the last day of the month after he closes, he can not test fly it to check out any squawks without a ferry permit. Then after any repair work he can not test fly it until he has signed off the annual and returned it to service, without a ferry permit. I don't know whether they comply with this or not. I really appreciate an A&P/IA who test flies, before and after.

Thanks for all the input. Still working on it. I will try to remember to post the outcome.

Is that said tongue-in-cheek. Lubbock is almost 4000 ft.

Returning home from GGG today, when I engaged the autopilot (KAP 150), the plane entered an abrupt, uncommanded (by me) descent. I don't remember looking, but I estimate it was about 10 degrees. The altitude hold was not engaged and the "up" rocker had no effect on it. I tried it several times and it consistently dived on its own. Any ideas that I can share with my avionics guy.

I call it the "gee whiz" factor. When you are playing marbles in the dirt (as we did when I was kid), if a any plane flew over, that was viewed as the ultimate in excitement. Today, if a kid is flying a fighter jet on a flight simulator and sees a Cessna putt putt past, do you think he is going to think how exciting that must be.

Sledgehammer, vise, anvil

Oops, I misspoke. Anything over an hour, I usually fly 11 to 15. Usually I don't go over 15 or so except for weather. I've never had to go over 18. I usually fly around 70 to 75% power, which is usually around 31 inches MP. I take whatever speed that gets me. (I'm not the most precise guy you will run into.)

I have a 1982 model which was overhauled and converted to a GB before I got it. I do not have an intercooler or automatic waste gate. I think they are a good idea, but that is a lot of money for the difference in performance. From what I am told, if you have a Merlyn waste gate, you can't just shove the throttle full open, and not worry about it without the likelihood of over boosting. If you are going to have to watch it anyway, it may not be worth the effort. I am used to it, so it isn't a big deal; you just watch on take-off and keep adjusting the throttle. I do not fly in the flight levels, as I don't want to have to worry about O2 failure. This is just my personal preference. From what I hear, if you fly really high, you have to watch CHTs more carefully, but I have no personal knowledge of this. I really think the best advantage to the turbocharger is the ability to fly high enough to avoid/fly over weather.

U S Aviation is no longer working on planes other than their own fleet.

There are almost no 231s which have not been converted to a GB. That helped, but temperatures are still of concern with the GB. You still have to watch carefully. You have heard me rant before about people unnecessarily replacing cylinders or top overhauling Continental TSIO 360s. I wish I knew how many of those tops and replacements were really necessary.

Taking that panel off is easy with the 1/4 turn Dzus fasteners. Putting it back on requires some jiggling and maybe loosening a few you have already installed to get them all started at the same time. But no big deal.

I think my question is, do they not seem to know or care that they are hooking a marine plan to an aviation receiver.

Stinkbug, When you called them and asked them for the plan, I assume they have to do some sort of a down load deal to get the info to your GPS. Did you have to give them the serial number of the unit you wanted to "send" the data to. I assume they didn't question you about what kind of a unit it was. They just send the data to that number. Is that how it works.