OR75

I fly for my pleasure (not for business). Owning does not and will never make money sense when compared to renting or to being in a partnership (whether it s brand B, C or P). Owning is to satisfy my ego. So ... might as well owning all of it !

AQI overhauled my A/P DG and I was i was happy with what their work

AROW and they will likely want to see the steel tag with the plane S/N. (under the elevator on mooney's)

I found that the best way of practicing the 430 is to play with it while on a long flight leg (with the A/P on). The Garmin computer simulator is not bad either as it incorporates an A/P. Of course you cannot feel the knobs and buttons. If you want to be able to play with the knobs and buttons and look at the different screens, you can purchase a powered tray (from chiefaircraft or other) or buy a 12V generator from an electronic store and wire/crimp pins to power/ground of the equipment. easy to find what pins of the 430/530 are the ground/power inputs.

Luc I am not sure what you are trying to do. Replace the current shock mounts with stronger ones ? change to metrics ?? Ue a different mechanism ??? If you are looking for a direct replacement: the part number is J-6984-64. The 2 threads are not of equal length. In the parts catalog, it is item 10 on figure 7 of section 53-10-06 http://www.skygeek.com/j6984-64.html

Vref I believe the correct part number you are looking for is: J-6984-64

I am really not sure it makes a difference but ... I open the oil cap to let the water vapor evaporate after landing. For some reason, i like the idea of not letting the water vapor condensate in the oil sump. Again, I have NO data.

http://www.sacskyranch.com/h_life.htm good read on the topic ...

the airlines (121) maintenance is usually done continuously based on an agreement with the FAA. Different airlines may have different maintenance programs. The result is the same level of requirement as part 135 (with both serving paying passengers) but part 121 are left with more flexibility on timeline so they can manage their fleet. The keyword for part 121 is than maintenance is continuous.

that's a good link. Thanks ! Do they (re)engrave rockers you have or do they sell the rockers ? I need a few of my rockers (re)engraved

Ask the IA to show you the data. He is expected by the FAA to use valid data and information for the work he wants to do. Teflon hoses are to be replaced on condtion with no time limit. If there is a leak or if the steel braiding is chaffed or broken, that's a good reason to replace. I believe (not certain) that rubber hoses with Steel braiding are also replaced on condition. Without steel braiding ... 5 years.

anyone has a list of the flexible hoses for a 77J. I believe these need to be replaced every 5 years, or on condition if steel braided. I have the manual but the references are old part numbers. Annual is approaching and I would like to pre-order these.

probably too late but I believe those would actually be scat- 5 (1.25") scat-10 (2.5") I personally prefer to use sceet instead of scat even if temperature range is ok. I like the orange color and the fact that the metal wire is "embedded"

You can find Plexus for cheaper in auto or motorcycle shop. Or places like Tap Plastics. An "Aviation" label or part # <=> inflated prices

fuel flow meters are an interesting piece of equipment from an install standpoint. It requires an A&P know-how with the powerplant to install new fuel hoses and the sensor, and avionics to install indicator on the panel and connect to the GPS. The connection to the GNS 430 is not too difficult if the 430 wiring is clean and not too cluttered. Look at the GNS 430 installation manual. just connect 2 wires to RS232 in and out pins (pins 56 and 57 of the P4001 connctor in the back). Of course , the A&P will need the right sub-pin part (get the right part !!) and a crimper. Enter the setup to configure for the right fuel flow RS232 protol (usually Shadin). For the FS450, you have the option of setting the "fuel required" to either next waypoint of the flight plan or final destination (total fule required for all segments) I found the FS450 dat very accurate and I did not need to change the K factor.

would you have the corresponding part number ? Thanks !

With time, the holes in the top fiberglass cowling got larger and the split retainer rings do not have a large enough external diameter to keep the fasteners in place. And these things tend to jump like grasshoppers when they fall on the ground !!. Anyone came up with a good idea on how to keep the fastners in place ? or have a source of split retainers that would do the job ? Thanks !

Quote: Shadrach How do you know what his GS was? I did not see a GPS or DME readout.

I am not too impressed since I am not sure what point the aviator is trying to make (ground speed is pathetic !). But, he can go ahead and do it as long as (1) my insurance premium does not go up if something happened, (2) our government does not feel it needs to come up with new regs if something happened

do you substract the core value from the above number ? ie. a new engine net cost will be 53,150 - 14,900 or 38.250 net ? ( excuse my ignorance )

Anyone has all the part numbers for tach system for a '78J ?

over time, I identified the following source of oil leaks (oil on the gear door and belly) - Cylinder head oil return lines 4 rubber hoses (as described by flyingwrench above) - Oil seeping inside front belly pannel during oil change as oil drips as I remove the filter - Oil leaking from AN fitting / vent located at bottom of the engine in the exhaust shroud recess - Rocker cover panels

Quote: allsmiles When the time comes I will send mine to the Lycoming factory directly. There is inherent value in having the factory who built it in the first place, revisit it.

I spoke with a Lycoming rep a while ago and he said they would be working on including the McCauleys props in the STC. Have not seen it since.

is 22k for a factory OH ? if not, what is a factory OH cost ?