WilliamR

The same service is also provided by Sirius for marine for $17.99. Not that I would ever advocate lying to Sirius.

With a 360-sb, My LOP ops and temps are generally the same as OPs. ROP, at 28" and 2500 RPM (~75%) flying in the teens, at 13.7-13.8 gph, I see TIT low 1500's, ~100-120F ROP, and CHT just under 380 on the hottest (#5) with temps ISA +10 to 20C. My baffling is exceptionally tight. Cowl flap fully closed. No GAMIs.

$85,224.00 with a core credit of $19,000.00. Delivery charge was ~$1,100.00. My core was accepted. So, no additional $19,000 charge. During that time they would occasionally run specials that they would accept any core in any condition. So, I wasn't really worried Airpower would try to gig me on the core.

I ordered a factory reman'd TSIO-360-sb from Airpower right at 26 mos. ago (a lifetime ago when concerned about supply chain issues). It was promised in 4-6 months and received in about 5. I contacted several overhaul shops including Zephyr, Gann, Western, and Pinnacle to name a few. They were all running about 6 mos. and provided similar warranties as the factory reman. None of the overhaul shops would commit to timing on the accessories, however. Price was also hard to compare. None of the overhaul shops would price out a full kit of accessories which the factory reman provides including exhaust. However, chasing down some accessory costs, I found the difference in price between full kit overhaul and factory reman to be within ~10% of each other. I had neither the time or patience to chase around a half dozen accessory sellers/overhaulers. In my case, I found the market to be very efficient. Sounds like the market really hasn't changed in the last 2 years. William

MY GP shows ADSB traffic on both VFR (sectionals) and IFR (enroute) charts. I used to trace my taxi clearance on the taxi diagram and then my georef'ed plan follows the red tracing both in FF and GP. On GP with the addition of smart charts that is no longer workable. The smart taxi chart is georeferenced but you can write on it. The gv't taxi chart you can write on but it's not georef'ed. Anybody find a way around this? What am I doing wrong? William

I would not say doing work without owner authorization or not even trying to discuss annual inspection findings despite the owner asking is good communication. Ignoring e-mails after asking for an update every couple of weeks I would not consider good communication either, but that's just me. I've never had a shop mess so many things up in my 38 years in GA and 20+ years of aircraft ownership ($5,000+ worth). Got to the point they would fix one thing and break another and not without some push back. After a couple days of that I run out of patience. Happy to provide my e-mails with them (phone calls were rarely returned) on my encore conversion. It is eye opening. P.S. Do they own the zip tie company? Never seen so many in my life. Zip ties on intake tubes, zip ties on engine mounts, zip ties everywhere! Oh, and someone should buy them a label maker. Circuit breaker labels hand written on masking tape is weak. I'm fancy like that, though. Ha!

Here are two pics where the line comes from the separator side of the baffle. As I remembered, there is a nipple towards the bottom of the oil fill tube that the side line connects to. The nipple points outboard. Hope this helps. See the mediocre pics. The pic of the oil separator wasn't the best since the #2 alternator was in the way so I didn't include it, but it's exactly like the one pictured in this forum, tube out the bottom and another out the side towards the bottom. Got it on the owner. Anything for an Eagle driver...even the family model. Best, William

I would have thought it was in the engine IPC where the small "side" tube goes. Clearly, I'm wrong there. Going from memory on a TSIO-360-mb (and I think its the same on the -SB; have to check) the small "side" line goes to the oil fill tube which is right there on the other side of the baffle. Guess I need to reacquaint next time I go to the hangar on my -SB. I'll try to take a break tonight and snap a pic or two. Rags, I think we've met before. You fly for NJ, and flew F15's right? William

So very lucky from what I assume was very quick action to shut the engine down. I was acquainted with two pilots in separate similar incidents that perished. Both on takeoff. One was a partial blade separation and the other was a full blade separation. Neither plane traveled more than 0.5 miles before crashing. First was fatigue on a fixed pitch prop. The second was improper prop maintenance on a constant speed. William

I've witnessed that exact same rip in the exact same place on a Mooney. The one I saw was due to something caught in the bottom on the door (think headset cord). Door was then closed on the cord which flexed the door to slip tight to the skin and maybe a little under. There was no issue or tightness closing the door. Door was a bit hard to openand was then forced open slightly and "pop", skin is ripped. It was clearly apparent the door was jammed a little only when trying to reopen. The pilot was surprised the skin ripped so easily rather than either the fuselage skin or the door just giving a little. Lots of ways to fix it given the non-structural nature. The repaired rip mocks the owner every time they are entering the cabin. William

Ah, got it. Sorry for the confusion

Have you looked here? https://www.bendixking.com/en/support/downloads-and-manuals

I 2nd the 6. They are cheaper than the other 6 seaters mentioned here. A 6/300 would be my preference and they are about a 135kt-140kt plane (at least the ones I flew and instructed in). They have good range and carry a load. As a new pilot and prospective owner, I would encourage the use of a good broker unless you have a friend whose been around the block a few times and can help you navigate the process. It's a process. FYI, the most recent Flying or AOPA mag had an article for 1st time buyers. It's worth a read. A few axioms: 1. Buy your last plane first. 2. It's more expensive to upgrade a plane than it is to buy a plane with the upgrades. 3. Just because a maintenance shop says they are a "Service Center" does not mean they are the best or even good. Unfortunately, the only J that was looking for a partner in the Atlanta metro that I knew of was recently sold. Best of luck, William - KPDK

Don Smith at Cartersville, GA Airport (KVPC) did a good job for material paint "touch up" work on my plane. I had a good amount of paint touch up (among other things) needed after Maxwell got a hold of my plane and Smith did a very good job. I can't tell where they blended the old and new paint. Phoenix Air at VPC can also do the maintenance. I had them fix the many discrepancies I had after that Maxwell annual. Phoenix Air coordinated directly with Smith. Don Smith is the closest to Atlanta that I could think of that is willing to do smaller paint jobs that also has a decent maintenance shop on field. PDK and FTY are the only airports in Atlanta and the maintenance shops there I don't think do great material paint work (more than filling in a chip here and there). I might be more particular about these things than the average; or so say my friends. William

Fellow ATL pilot @Jetter2, I think the Cardinal numbers are a bit ambitious but not overly so for a TN'd version. Note, they do not have the same engine as a Mooney M20K. A 201 with TKS (I assume a non-FIKI version would be acceptable) would probably be your best bet for =<$200 and is definitely faster than a Cardinal (payload may be a different story if that matters). An older Ovation or a Bonanza like the one listed above would also be a greater contender. An SR20 won't go anywhere near as fast as you want/need and would be the slowest of the ones I mention. Yes, it's slower than a TN'd 177. It's about as fast as a NA'd 177...~135 knots. If you have no plans to fly above 10,000' then I would probably steer away from anything TN'd or turbo'ed. I totally get not being excited about oxygen (two decade turbo Mooney owner who regularly flies above 10,000' speaking from experience). Are you on any hangar wait lists? If not, and you want a hangar, you can't get on a list early enough. You probably know that already, though. William