kortopates

As an instructor in the country's largest and most successful flying club, what you are actually describing fit a leaseback to club perfectly. Co-ownership usually involves equity sharing, of which we have several small co-ownership clubs locally too. Such clubs as ours get insurance for the fleet where you as the owner pay for your insurance and then take care of scheduling, payment and dues collections. But typically your income is limited to rental rate minus fuel cost and insurance. So in such a lease back you would charge an hourly rate to cover all your expenses including maintenance, tie down or hangar etc. Market competition will determine if a leaseback can be profitable or just subsidize your ownership cost. Typically though only trainers flown daily can be profitable while less flown higher performance x-country aircraft only popular on weekends tend to only subsidize owner cost. Your biggest con as an owner is you get in line to reserve/schedule your aircraft but you get significant help at subsidizing its cost and can claim depreciation and business expenses. Be aware though that insurance cost for renting your plane out are MUCH more expensive than a small number of "owners".

Well of course you're looking for either plane with one of their instructors with it - that should help you get a more positive response. I suggest you focus on the early J model at Pinnacle at CRQ - N201DD - versus what I recall as a B model at Dubois. If you like the J model, as I surely think you will, but decide you still want to stay pre-J for $ then you could pursue an older F model which is the same mid-body air-frame as the J. An F with some of the mods to bring it up closer to the J model will still cost less than a J.

Currently Squawk codes are very important to TRACONS and centers to differentiate different types of traffic, which is all based on different series of codes. Although we can imagine that technology could be utilized to redesign a completely new method of tagging done by controllers it would likely require a costly evolutionary change to their software that would also necessitate major re-training of all controllers. A huge cost and not all traffic is using Ads-B; although it would be easy to say no services at all without Ads-B. However the military is an example of non-ads-b traffic they still actively manage. Right now Ads-B sits on top of their current system without actually changing anything so its really hard to imagine they could afford to retire the current system and come up with something else entirely different (no longer based on a transmitted code but one associated with an N number). Controllers use different series to differentiate traffic, civilian uses I am aware consist of at least these 4: non-participating VFR traffic (1200) from participating traffic i.e. VFR Flight following IFR traffic with both departure and destination within the TRACON, such traffic doesn't need a full flight plan, just an abbreviated flight plan necessary to tag the aircraft for local TRACON use IFR traffic that originated outside or with a destination outside of the TRACON, such traffic needs a full flight plan entered into the system to facilitate hands off's to adjoining centers or TRACONS Some towers get their own series of VFR squawk codes to tag aircraft landing in their Class D .... (probably several others)

Should be easy to find out by going into Setup per the JPI Installation manual and see if you have the option to select frequency mode for Fuel senders etc.

Long time GP user here. Its critical, or so I've found that all other apps besides GP be closed before flight - not just exited but closed. When i've encountered performance issues in the past, that helped quiet a bit. I run it on the latest Mini. I used WingsX as well, loved it for domestic flying but haven't used it for some time.

I think Mooney was even more surprised! The holder of the Type Certificate is held to higher engineering standard than someone seeking an STC approval. It simply is what it is.

Robert (sorry I miss typed Gary above!), its the way Garmin treats headings differently than tracks. It only changes DTK for actual track changes. On the hold, just as if you were flying a hold manually in OBS mode you would (or should) always keep the DTK on the inbound course. Garmin just annunciates headings changes to guide you around. The G1000 does the same.

Gary, This is standard Garmin behavior if I understand the scenario, and its look like your on a PT outbound or more properly a Hold in Lieu of Procedure turn at STNGR and your outbound on a Tear Drop entry? Your on a heading of 12 degrees and Garmin has already updated the DTK to the inbound course of 221. It doesn't appear to me to be showing the outbound leg heading (unless you are referring to your TRK) but the DTK is on the inbound course of 221. Garmin annunciates what headings to turn, such "Tear Drop entry" and "Turn Left heading xx" (to say turn left 30 degrees for the TD) but the DTK is either the outbound on inbound depending on what kind of PT it is.

These are very popular units, so perhaps you might know of another local pilot on your field that has an older EDM 700 to try with the box? Many though were upgraded to USB - originally JPI charged $200 to replace the memory with a USB connection. Sorry but don't know how to test it but JPI will probably have some idea.

Matt, couldn't tell from your description, but did you make sure you had the JPI EDM 700 fully up before connecting to it? If you have it connected to it before it boots up it won't recognize the connection. Also I am not sure about the 700's since those days are long over, but most of them pop up a download menu - ALL or New, as soon as it recognizes you are connected to it. That may not be the case with the 700 though.

I am pretty confident it will be uncovered if when you are successful un-warping it. FWIW, here a pic of mine from Hector after a number of years and still looks like new.

wasn't aware of that, but acquisition cost don't even factor in to operating costs after a few years. Annual Operating cost are were the real money goes. Sent from my iPad using Tapatalk

Hector at Aero Comfort resurrected mine when I was doubtful it was possible. Covered in a new synthetic? leather that is less susceptible to sun shrinkage damage and it's beautiful again. Not cheap but still a bargain! Sent from my iPhone using Tapatalk

I remember Akamil. But you're right, it doesn't happen that way. The problem begins on the ground with a cold soaked engine that is started without proper or inadequate pre-heat. The engine may start but will not de-congeal oil in the sump, lines, cooler, filter, etc. Congealed oil in these areas will require considerable preheat. The engine may start and appear to run satisfactorily, but can be damaged from lack of lubrication due to the congealed oil blocking proper oil flow through the engine. Taking off at climbing at full power in these conditions has led to multiple engine failures.

https://www.faa.gov/air_traffic/publications/atpubs/atc_html/chap3_section_7.html I'll re-paste that above to hopefully correct it, thanks for letting me know.

I wouldn't be so hard on him. After hearing the tape I had the same reaction as some that the phraseology contributed to this. I think he heard "Continue..." and confirmation bias prevented him from hearing the "holding short". I am not excusing him, but I get how "continue" can make it easy to err. I am not a controller by any stretch, but I can't say I've ever heard a hold short instruction quite like that - only "hold short..." so I looked up the phraseology per the controllers Order 7110.65Y which is addressed in 3-7-1. It also only uses the term "Hold Short...". I am not blaming the controller, but I get the human factors that led to this and feel in hindsight its not a good choice of words to use "Continue holding..." and thus there is something to be learned by both sides on this. What I have heard in similar situations is, "Negative, HOLD RWY XX" which I do believe could have made a difference here. As pilots we make split second decisions all the time, its really important we strive to recognize we have many cognitive biases that can predispose us to such error and be more careful to slow down and make sure our biases are not clouding our judgement; especially in an emergency which this was not. You can read the section here: https://www.faa.gov/air_traffic/publications/atpubs/atc_html/chap3_section_7.html

Anthony, thanks for sharing that story - I had no idea! Never really thought about converting an O to a Acclaim. Although it's got to be cheaper to do so by selling the O and buying the Acclaim, I would still think an STC would not be necessary if you one could ensure the conversion was 100% compliant with the Acclaim - but that's going to a lot of expensive parts adding up including some cockpit instrumentation (i.e. not 100% firewall forward only but probably darn close).

There is certainly much truth in your assessment above. For one our aircraft engines are operating at a higher % horse power on average much above what we operate a vehicle at. But more importantly it just not fair to make a comparison between an auto engine running on unleaded gas that is water cooled allowing it to operate at much tighter tolerances with much lower viscosity oils and with much less blow by contaminating the oil. Our Air cooled engines with much looser tolerance to allow for much greater thermal expansion run much dirtier from both the higher blow by and from our leaded gas. A clean running auto engine can run on synthetic oil easily for 10-15K miles and that synthetic oil is still doing great since the polymers making up the synthetic oils are made of giant molecules that don't have all the side branches of mineral oil molecules that shear in use. The shearing causes mineral oil to break down much quicker than polymers that are much more resilient. But the problem is that synthetic oils are a poor choice for our leaded gas burning engines since they aren't as good at holding particulate contaminants in suspension like pure mineral oil can. Unfortunately, that's what makes the most popular multi-weight oil by far, which is 50% synthetic (Aeroshell 15W-50) a poor choice. Straight weight 100% mineral oil is better choice and for those that do need a multi-weight, Phillips XC 20W-50 which is also 100% mineral oil. But the bottom line is our AC engine oil change interval is not a function of the oil breaking down but from the oil getting dirty with corrosive contaminants. After all, our engines die much more from corrosion than wear. See the following paper for much more detail on the topic: Reference: https://resources.savvyaviation.com/wp-content/uploads/articles_eaa/EAA_2011-01_all-about-oil.pdf

Anthony, just had to make a few corrections to your summary above to set the record straight I know you're dreaming of a Turbo some day!!

Well you got the right idea. My 252/Encore useful load is 1127 lbs but it took many years of upgrades to get it there. Sent from my iPad using Tapatalk

Wow - I didn't realize you were such a lucky guy Brice! She sounds awesome! I totally understand the Bo, I love my Mooney but I also love the A36 with the 310 HP IO-550 and cargo doors or better yet a A36TC 300 HP or the Tornado Alley TN. All good options but I know I can't g back to NA after flying the FLs in my turbo above the weather were mere mortals are stuck. I just signed off a A36 student for his commercial when we got our shelter in place and have also done the instrument rating in them and love them for what they do and can offer. Overall I probably spend 40% of my time in the Bo's and 60% of my time in Mooney's and love them both. But I still like that the 252 cruises faster at altitude and is at the height of the Mooney efficiency bar. For my limited adventure traveling requirements I don't think anything beats the Mooney and does it better than my 252/Encore. But there are no bad choices!

Like @cliffy says above, you'll need to open it up at least partially to verify. My door windlace was secured with small screws only into aluminum. That made it really easy when I did mine years ago when I put in leather windlace to match my nice new AeroComfort seats. If its attached by the pop rivets like Peter's above and as I sort of remember my baggage door was, then its a bigger job of course. I can't recall much detail other than it wasn't hard but slow detailed work, one screw at a time just like Anthony describes. No glue was on mine anywhere.

Its not just hours on the oil but also calendar time since oil becomes corrosive from blow-by contaminants. Most of our engines die prematurely from corrosion - not wear. Also keep in mind our engine manufacturers recommendations on oil change intervals have nothing to do maximizing engine longevity. Both Lycoming and Continental provide the same general recommendations to change the oil every 50 hrs if you have a oil filter and every 25 hours if you don't have an oil filter (just screen), regardless of what kind of engine or size. But their recommendations aren't nearly as concerned as we are with wanting to get to at least TBO if not beyond many years after the original OEM warranty expired (which is only 2 yrs for both new Lyc and Continentals). Putting calendar time and hours together, a good common sense approach to oil change intervals for airplanes flow upto 150 hrs a year is to change the oil every 4 months (or 3x a year) with up to 50 hrs at at time. If your flying more than that, such as 200 hrs a year, then every 3 months or 4 times a year will provide the added protection. But for the larger group of owners that are flying 50-100 hrs a year the 3x a year change will result in oil changes every 25-35 hours and every 4 months which will help reduces the corrosive properties of the oil. Its also fine to go a bit high in hours when you are frequently flying and accumulating hours higher than normal, such as on a long trip, and then change the oil the right after yiuy return and before it will be sitting after your trip. i.e. you also want to to maximizing the time your engine is sitting in clean oil rather than corrosive dirty oil as you divide up your calendar time between oil changes. But your not going to go wrong changing it every 25-30 hrs regardless as long your also not exceeding calendar time of about every 4 months. And in fact Ed Kollin from Camguard would recommend exactly that. But key here is that calendar time is just as important as engine hours due to the corrosive nature of dirty oil. If you really want to back that up with some scientific proof so to speak you can ask the Blackstone folks to analyze your oil for the TBN - Total Base Number test. Virgin fresh oi will have a TBN of around 10, but by the time it decreases to 2 or 3 its losing its ability to neutralize acids and should be retired. This is all covered in Chapt 39 in Mike B Engines Book or also readable from the AOPA link I posted above earlier: https://blog.aopa.org/aopa/2017/02/24/why-change-the-oil/

What would you think of pouring in a quart of dirty old oil into your crankcase after changing your oil? Not changing the filter is even worse than that because your missing one of the most important inspections we have with every oil change - the oil filter inspection to check for metal. Here is a lot more from Mike B on oil change intervals and why we need to change the oil regularly in our aircraft engines - because of the contaminants. https://blog.aopa.org/aopa/2017/02/24/why-change-the-oil/ Also I’ll add not letting your oil get too dirty is even more important in Turbo’s because of our hydraulically controlled waste gates. You’ll notice if the oil is getting real dirty the waste gate controller is no longer as smooth in maintaining max boost and will start to show larger fluctuations in MAP. Keeping the oil clean makes it easier to regulate oil pressure to the wastegate which controls its position. Sent from my iPhone using Tapatalk

True, a CHT won't register 0 F, but it can go offline which may be what the OP was seeing. In which case it could be a simple CHT thermocouple replacement. As Anthony says above it way to early to start pulling out the check book but to look at some data to start diagnosing the issue. For the OP, its not hard to diagnose the issue because we'll still have EGT to corroborate with the CHT data. Follow Anthony's good advice above.