clh

So, this year, we went through 87 QTs of oil in 206 hrs of operation, (a good portion of it I think ended up on the hangar floor) We also had several instances that the oil pressure would begin to drop off during flights exceeding about 3 hrs So after 30 years and 1900 hrs, I decided it was time to give the engine a little rest. I also found a replacement engine was just too good of a deal to pass up . Hopefully we do not find too many unexpected surprises, the ole piggie bank is a little bit depleted........

Unfortunately, I learned about Kelley Bendix "overhauls" as well 1 Year and 150 hours, I have had both the condenser and the oil seal fail. Kelly's response was to tell me tough luck, but call them and they will sell me another one when something happens again....... It is amazing that these guys stay in business producing this type of crap.

Sorry to hear of the bust! Get the answer and get right back at it. Lately, I have been hearing there is an increase in the number discontinuances. Not sure if the examiners are trying to tell us something. or just making a point. Either way, sit with your instructor and get the issue resolved and try again. Good luck.

Mine was just short of 8.

I have both clairty aloft and a set of halo's. Phil is on this board, and seems to give good service, but I have never requested or needed service from him personally. Both are very good products. I keep switching back and forth.... I think the CA's have a better microphone, but the sound in the Halo's might be a little better.. Both are in my opinion, much better than the head clamps with respect to sound. (I also have a set of BOSE ANR;s they copilot/back seat headsets) Personally, I do not like the yellow foam earpieces from Halo, and find the silicone ones to be very good.. I wore ear plugs at work for about 20 years, so am used to having something in my ear. Othewise, I don't think you can go wrong with either. craig

One issue for ya'll is that you have some major surgery to free up space for something like a 930 or 750/530w/540. I don't see any easy to add them piecemeal. You best bet might just be to layout the panel you eventually want and take a deeeeeeep breath....... and liberate 40amu. One real CB question is what would it take to certify the 89b for non-precision approaches? That would get you in to most airports at 500 ft ceilings. You do have a couple of years before you have to be ADS-B compliant....

IIRC. They already have an autopilot with alt hold. I don't remember which gps you have, but if it is approach certified, I would wait a year or two and see what the FAA finally does with the part 23 and the NORSEE (I forget the acronym). I think we are about to see quite a bit of change for the better. I would not go to a 430w unless you were planning on plugging in an Avidyne ifd440 when it breaks. Since it looks like you intend to keep the plane a few years, I would not waste the install expense and go with the newer GPS setups. Expect to spend 20k all in. GPS, Transponder, etc. I also am waiting to see what sifts out on the ADS-B...... I expect it will be delayed.....

If you rent the plane or put it out for hire, you open a real can of worms as far as regulations and insurance. You may want to sell him a share in an LLC (with the appropriate restrictions to assure you can get the share back) and put him on your insurance as a named insured. As to rental rate, I would just tally up your expenses and reserves, etc and use that as a basis for the rate.

+1 for cnoe. Especially if you are very satisfied with your current plane. By the time it takes to sell the plane in this market and the time it takes to find a new plane and get it "right", you will have not saved any money selling/buying. Just look at some of recent posts here. It is quite difficult to find the right plane these days. However, if you are not that enthused with you current plane or want to upgrade/change, by all means save the 20k and sell.

The prop seems to be bent as if the engine was not rotating...... Wonder if it was a failure on takeoff?

It kind of looks like the prop. was not rotating on the m20k crash...

Can and will are two different concepts. The engine is designed and operates pushing against the bearings. If you let the prop push the engine, you can effect the counterweights, even spin the bearings. It does not mean that it will happen. (If it did, we would be doing a teardown every time we get starter kick-back) It is generally, not good for the engine to be pushed with the prop, but it is not always going to lead to a catastrophic failure. you will likely get bad vibrations from the engine and the vibrations may add up over time. but there are many out there that run their engines to exhaustion frequently before the last tank change. We also stop the engines by pulling the mixture. This does not appear to be detrimental to the engine. (it is also usually for short duration and at low power) At work, our 20,000 hp motors and compressors definitely do not like to be spun backwards. They shake the buildings when they vibrate.

If you keep off the brakes, the leakstop tubes will last with whatever "cover" you put on them... My first set of airhawk tires lasted 6 years and about 500 landings. I am told the "higher quality" tires (Michelin or Goodyear) will last longer, but I find it hard to justify. (I am a CB after all) I am only brand loyal to the tubes because keeping the tire pressure right is the most important issue. I have had a couple of nose wheel flats over the years, but I think that is because I keep replacing the tubes with whatever is available when the @#$%#@ thing goes flat. Again, I'm too cheap to just buy the good tube and replace the crap while it is inflated... I may have to start carrying an extra couple of tubes and hope they are not dry-rotted when I need them.

The greatest concern with high oil pressure is you are stressing your seals. You are more likely to develop engine leaks if you over pressure your oil. The worst would be if you blow out your oil cooler or supply hoses.

yep, had the same experience last Friday in MS.. Managed to keep it rolling until I got to the FBO.

He said he was keeping one kx155 for the ILS. I have the gx50 in my plane. It opens many smaller airports to the non-precision approaches. Having the gx65 would not allow the approaches. Bottom line to the OP. I think you will not be getting much bang-for-the-buck once you get it installed. I would recommend getting something waas.

Carusoam, you are correct about the terminal. What I was getting at was that without the approach capability, you cannot take advantage of the gps approaches. IMHO, This severely limits the utility of the device. even if you do not have waas capability, most of these approaches will get you into airports with 600ft or so ceilings. Without it you are either stuck on the ground or looking for a loc or vor approach.

Don't want to pile on, but are you certain it is a gx65, not a gx60? I believe gx65 is only enroute ceritfied ifr. not approach. The non precision approach certified units were the gx50 and gx60. vertical guidance is not of much value enroute.

I always wondered why anyone would put the wing on top of the airplane... now we know!

Three years and counting. no problems so far. with Edison at WW-East

Give me a call..

My understanding is that if you do a deep discharge and immediately recharge, you can cause warping of the plates. This will reduce the life of the battery. Back when I was working with battery backup systems, the major causes of battery failures was plate warping or sulfation. Occasionally, we would degrade the posts, but that was usually due to corrosion and arcing on the terminals.

homework assignment. look up how many functioning ndb's there within 300 miles of your home airport. you can decide then to remove it.

I have heard that some Toyota headrests will fit..... Might want to check out a auto salvage.