1964-M20E

Thanks to the Avidyne IFD 550 which gave me the first indication by going into a power save mode dimming the display and flashing the low voltage warning. Had this happened 30 minutes later I most likely would have been in IMC conditions but not necessarily solid IMC.

Well I was departing Orlando today, KORL and just after lift off climbing up to 1000' I notices that my voltage was 11.5V. Tower has just handed me over to approach and I hadn't even called approach. So I switched back to tower and told them I needed to return due to low voltage. Tower asked if I wanted to declare an emergency, being on an IFR plan and not really thinking about it I said yes. (my first emergency declaration I'm no longer a virgin) I returned to the airport with no problems. Mrs. 1964m20e was calm all as well. Taxing back to the FBO I noticed all the red blinky lights and fire trucks waiting on the ramp for me , Did I do that? They had only mobilized out of the station sitting on the FBO ramp ready to assist if needed. The fire chief and airport operations supervisor came over to talk with me to make sure everything was OK and a couple of pieces of paper later they were gone. I thought I was a celebrity for a moment. Turned out to only be the alternator field wire had broken. One trip to the local aircraft supply store and a crimp-on butt splice and I was on my way with only an hour delay and I still landed before dark. We had a strong headwind averaged about 120kTS GS and about an hour of rain in the Apalachicola / Tyndall area.

The other option is to just let enough slack in the wire to reach the yoke and allow full and free movement of the controls

https://www.cablescience.com/coils/electronic-1/ec-series/shielded-ecs/22-awg-gauge.html try this site

I don't spray in the cabin but everything else. Yes avoid spraying AP servos. Of course living in south Louisiana with the humidity and the close proximity to salt water I choose to clean and spray every year.

Did I tell you my other plane is an SR-71. I only use it when I really need to get there quick.

When I first got my hangar I would taxi into it since it was open on each end with grass ramps. After I paved the front apron and closed in the back wall I push it in tail first. I wouldn't run the engine in the hangar too much stuff to go flying around even if it doesn't damage the plane a lot to clean up. I use a regular leaf blower to sweep out the hangar.

Yes that is a consideration but one or two more plates at annual is not a big problem. Right or wrong I remove every cover plate which makes the annual a PIA but I get to clean the inside of the wings, get a good look inside and apply corrosion X everywhere.

Convert the covers to use screws?? Takes a little more time but then you easier access later.

I like the STEC 30 I have. If nothing else being established technology they should go for lower cost to try and gain a larger Market share. evenon theirnew offerings

neat I'd love to have the military version with the full canopy in a 310hp rocket version. I would like to see the control configuration if they went to stick control instead of yoke.

too much time on your hands

1,2,3........

4. For all of the composite props what's the TBO on these? MT SB-1 says 1800 hours???? 6 years??? McCauley 2000 hours 6 years? Hartzell ?? I know from other posts Canada has a calendar limit as well as hours and the US does not.

You are going to buy a new propeller for an E,F or J model (naturally aspirated, 200HP) and assume for the moment costs and weight are not factors. @Cody Stallings Which one would you get? Which one it the most efficient in turning HP and torque into usable thrust? Which one is the quietest? Your own question? I expect the answer to each will be different.

rent your out to them everybody wins. Really nice you spent a lot of time putting it together.

I have the 15kW generac (for 15 years) but it runs for 15 minutes at full speed every week and no issues with the oil. I think the new ones run at a lower speed and less time trying to be friendly to the neighbors. However, appears not friendly to the generator.

I haven't changed my flying, or driving much. I go where want when I want and where I need when I need. I'd say more but I'll keep to the topic.

Depending on what you paid for them light-speed will give you a discount on a new set trading in the old ones. Or just go to light-speed and have them fix them up for you. I just had my sierra headset done $175 looked like brand new when I got them back.

don't ask don't tell

Good catch and I'm glad it didn't cause you any serious problems. "Controls Free and Correct" a line item in all of our pre-runup checklists. Always do it don't just say it! Make sure you always to go stop to stop.

Cool I was trying to figure out what was on the front of the plane then I realized it was a student's solution to W&B calculations that needed some correcting.

We had three but now 2 of about 25 flying planes total at the field.

Another question if buying a new cylinder which manufacturer and reasons why? ECI? Superior? Lycoming?

https://corsairpower.com/ Corsair website is above. This is interesting I like it and would be tempted being I am getting ready to do an engine for my F model. Looking at the website they are still navigating the FAA bureaucracy and paperwork to get there. You could go experimental with them in an experimental category. As for normal flying my opinion is you advertise on the side of the plane with vinyl decals station the new engine type and how good it is then every where you go is an maintenance, proficiency or exhibition flight. Advertised cost is $50k and the will give you up to $14k for your old engine to be deducted from the $50k. The corsair runs about 2GPH less than a Lycoming running at 9.5GPH