danb35

To get back to the OP, I'm not a Savvy client, but I have taken the seminar (which I thought was well worth the time and cost), and I've watched most of the (free) webinars. It's certainly true that flying safely costs money, but spending more money doesn't equate to flying more safely. The traditional view of maintenance is that mx is good, so more mx is better. The airlines and military, some time ago, shifted to the view that mx is a necessary evil to be tolerated, but minimized. In doing so, they reduced costs, and increased safety and dispatch reliability. GA, for the most part, hasn't made that shift. Mike strongly favors condition-directed mx over time-directed mx. IOW, repair/replace/overhaul parts based on their condition, not based on the passing of some period of calendar or operating time. In some cases, condition monitoring isn't practical (as with magnetos, for example), so inspection or repair needs to be done on a time-directed basis; in other cases, time-directed mx is mandated by regulation (like an AD requiring a recurring inspection). In most other cases, repair or replace on condition. Before you commit maintenance (i.e., attack an airplane with tools), you should have a good idea of what exactly you're doing and why you're doing it. BTW, Mike is now saying his engines are at 200% of TBO, and TBO is 1400 hours on his T310R.

Quote: N4352H 24KTG30....

Quote: N4352H publicly touting flying engines past TBO by 900 hours, or failure when you are pitching weekend seminars and engine management theories isn't savvy. It lacks prudence and ethicacy.

The multiplier depends on your compression ratio--for 8.5:1, I believe it's either 14.7 or 14.9. I know I've seen a reference posted, but I don't recall where. Lyc vs. Conti doesn't matter.

If running LOP, just set power with fuel flow, and ignore MP/RPM (within reason).

Something's been wrong with this site for a long time, and there are lots of threads about it. Check in the upper right corner to see if it shows your username. If it doesn't, log out, and log in again with your username.

I've had good experience with EI, so if you were interested in the glass, all-in-one, replace-all-the-engine-instruments idea I'd probably suggest the EI MVP-50. I'd expect that any digital instrument would be able to read in F or C.

It does sound promising. I like that it logs data (every second, even) to the SD card, though it'd be nice if it had an internal memory and could dump to an SD card on demand (it'd also be nice if it didn't have the front panel space taken up with the SD socket, but what can you do?). I doubt I'd upgrade from my UBG-16 to this, but if I bought another plane without a monitor... One thing I do see it missing, though, is a good alarm feature. I like that I can set alarms on any parameter on my UBG-16, and have any of them activate a big red flashing light (or, presumably, another warning device--a light is what I have). It looks like the G# only has redlines on a few parameters (CHTs and TIT), they're permanently set to the manufacturer's recommendations (insanely high for CHTs), and they just change the color of that parameter on the G# screen without provision for an external warning device. It might have more than I'm seeing, but I looked through the installation, operation, and pilot's manuals for the G3 and didn't see how to do what I'd like to do. The G1 sounds really cheap, but I'd never buy an engine monitor without data logging. The G2 could be the Goldilocks solution.

The interior placards I got from Higher Graphics were on vinyl, IIRC--definitely not paper.

Quote: 231LV hmmm...well, according to the shop, the transducer they installed won't work because they can't find the K-factor to set it up...matbe I should be asking how to find the appropriate K-factor?

I believe EI will sell their transducers separately as well for somewhere around $300, and they should work if your system uses the FloScan parts. You could also install a separate fuel flow instrument (EI FP-5L, JPI FS-450) and placard that part of the factory gauge INOP, if you have a free 2 1/4" hole in your panel.

How do you expect that you'll save $150k compared to the cost of an Ovation? You'll get $30k from the differences in airframe labor and engine; where do you think you'll find the other $120k? I doubt people spending $250k on an airplane would be willing to take a basic fabric interior, so no (or minimal) savings there. Are you going to save $100k in avionics? Are people going to buy a new Mooney without glass?

Foreflight has expressed interest in working with ADS-B, but they haven't announced any plans that I'm aware of.

Actually, the leather wrap is closer to $500. Still...

What would this app do?

Yeah, the article is classic Jim Campbell--questionable ethics, veiled threats, criminal accusations, law enforcement is investigating, etc. The only thing missing was "govern yourself accordingly". There may well be some truth to what he says, but if he told me the sun would rise in the morning, I'd be looking for a second opinion.

Quote: PilotDerek Looking at replacing my mains. What ply does everyone use?

Up to AVL to drive up the Blue Ridge Parkway and check out the fall colors. It was a great day to fly (and drive)!

Quote: triple8s http://www.buy-ei.com/Pages/UBG/UBG-16_Overview.html

Quote: smccray When I looked into using a DE corp I found that it didn't solve the tax issue; it simply makes it a little more difficult to find me.

What did you use for the LED position lights?

Quote: N4352H You'd think after 8 pages of a thread, there would be deep, compelling, major operational reasons to run a tank dry in flight.

Quote: N4352H And as I said, a Delaware Corporation in many cases is the best option.

Can we please drop the non-aviation-related political discussion? Discussion of how to legally minimize or avoid taxes on our aircraft is relevant to this board, but the big/small gov't, republican/democrat/libertarian/socialist, health care, etc. seem very far afield.

If he's telling you he has to pull the engine to get the mag off, it might be worth it for you to have your regular mechanic travel.