jetdriven

but you want the EIS to be on all the time for start too because that’s your primary instrument for like oil, pressure and such.

I thought per the STC the display was supposed to be wired to the master.

Us. Www.flyrpm.com

I don’t get wash wax all. I get washing it and I get waxing it. I just don’t get how they can be combined. I tried it once, and left a smearing of stuff all over the plane, and it set out overnight and when they dew hit it in the morning, it looks like a train wreck. It definitely does not leave an even coating of wax behind.

You would think that, but I think that the shops aren't really looking up, recurring AD's and they aren't tracking the old ones, and the owners don't want to pay for it anyway so they're happy to go along with it.

We are sitting these out for now. They are the old ECI cylinders, and as many AD’s as ECI had coupled with the reputation of continental for building cylinders, I think I’m agreeing with Scott here, some nice standard bore first run Lycoming Cylinders, are the best you can do right now

It may be a weak circuit breaker to one of the pilots here spent four days, tearing his airplane all apart just to find out that the gear actuator breaker was weak and would trip when raising the gear. I suppose you could put a load on it on jacks and resist the motion of it and see if that’s enough to make it trip.

But there must be a lot of unmotivated sellers out there because there are a lot of planes for sale for over a year on the Internet and haven’t moved. The Price hasn’t come down and buyers haven’t bought it for that so I would agree that for the most part asking prices are completely divorced from reality of actual value. The good airplanes that are priced right disappear. In fact, you might even say they wouldn’t even make it to the Internet because the people that know about the airplane locally would buy it. There’s a few planes around here that way.

Gosh after all these years, adjusting the gain fixes the problem. I mentioned on BT that someone adjusted the gains in the AFCS of the G5s and got blasted for how illegal that was. Even though that’s the purpose of gain in a circuit.

Wonder where VRef gets its data?

If it was written neatly in the back of the log that would be great. But most aren’t. And most don’t have the 13 page printout we generate from TData.

Perhaps the fact they are 3/16 of an inch thick and they’re inside of a enclosed cavity has something to do with it. Maybe they’re made with the same rubber that my mechanic has on his Thunderbird the tires are from 1974 and you know what he’s still driving it. That and they’re not supposed to be left empty. But I don’t see how that really compares with a millimeter of poly sulfide sealant. But anyway, let’s just look it outcomes, this board and the Internet is full of owners that had to have their tanks resealed (Willmar is booked out for two years, solid) but I haven’t yet seen anybody with a bladder that started leaking and had to be replaced. I’ve heard of a set of loose clamps, but no outright failures, and Griggs hasn’t heard of them either. theoretically, they degrade over time but in actuality we haven’t seen one fail yet. When we make a statement like borrowed time, it’s usually backed up by data that shows an increasing pattern of failures. But we need data for that I think. Turban engines run across the ocean and back and they put 30,000 hours on them between overhauls. But they have a continuous airworthiness monitoring program, and when the graph turns upwards, they pull it. it’s kind like the whole anti-roller camshaft thing. Oh gosh, those things ain’t no better than flat lifters, it’s the same thing…..you have 5% of the fleet every year replacing engines for spalled camshaft and nobody’s turned up a bad roller lifter yet. 19 years of service now. but I’m with you, though, nothing lasts forever, but sometimes stuff lasts a lot longer than we initially think it would.

You might be shocked to find out that perhaps more than half of the planes we see the first time don’t have an AD list at all. Mooneys aren’t so bad to create one, but some of these pipers have 35 or more airframe AD’s, and they are all hand scribbled in ink from 30 or 40 years ago, or even longer, and some of them were never addressed to begin with anywhere. Back in Texas, it was assumed, but around the East Coast, it’s almost like nobody’s ever heard of it before. And we have IA’s signing the logbook for an annual every year and the entry is shorter than what I make for an oil change. “Jacked up airplane greased it, far part 43 appendix D annual, all AD’s complied with.” That’s not even phoning it in. A decade of those and the plane shows up from Barnstormers as a complete mess. You can’t compress water.

To me, the owner leaving his logbook in the back of the planes like leaving $20,000 in cash in a bag in the back of a plane. I would just as soon have the digital copies and let them keep those logs unless he just bought the thing or we’re doing a pre-buy and if we go over them together in person, it’s sometimes very helpful. Especially when you’re missing a bunch of AD’s.

Old tank sealant is one thing, but I don’t see a thing with 25-year-old bladders. The ones in my plane are 33 years old and I just had Griggs do the add on kit which required removal of the outboard bladder to install a nipple, and those things still look like new. The thing about old tank, sealants, is if it’s not leaking right now, don’t expect a discount. Sellers don’t even want to pay for things that are broken much less things that are old and nearly worn out and may give out at any time. But generally, if you see a plane with a whole page of this stuff, it’s better to just buy a nicer plane.

I would like this. It I can’t get ahold of you with that number

Otherwise it’s a Cadillac starter. All ball bearings and series wound. The skytec is disposable and that’s ok when they were 365$. But the old MZ will last forever. It’s only heavier than the Skytec when you dont carry a spare skytec when you melt it down.

I would think that screws going into the main spar web need to be addressed before saying that are OK. And it’s kind of like an AD you need to positive confirmation it’s not going to be a problem because you may end up having to replace a lot of expensive stuff to fix the problem.

I’ve heard the BNC will not fit on an M20J. I even called them, they said it hits the fuel servo.

The best starter is a MZ4222. Ours went 1200 hrs. and it was put on the airplane at least 1000 hours before we bought it maybe more. And it was still going but I had it overhauled while the plane was down 3 months. But so far it’s on its third Engine. it does have a cranking duty cycle limitation, after 60 minutes you must let it cool for one minute before using it again

Painting and mooney- specific annual tasks are vastly different things. It's like asking the guy who is staining your stairs to build your cabinets. Or to do your HVAC. I said we're in the middle of ripping out the interior in replace of it all, never mind this is not my specialty, I'm going to fight my way through it. I'm gonna have 100 or more hours in it but it would've been cheaper just to send it out.

I don’t think the Lycoming or the continentals move up.

I believe George Perry has some Hi-Rez photos of his plane that he posted on here in flight. It’s exactly as it does on the ground. If it’s low sitting in the chocks, it’s low in cruise.

The reviews of that switch says they are easy to turn off. I’ve noticed this too. Plus they feel cheap and you need to cut a hole to mount this. Not a fan.

The WX500 was discontinued a couple of years ago so they can sell more WX 1000. And then L3 sold the ownership rights to that to Extant down in Florida who charges about 4000 or $5000 to repair them now. And they used to be about 7000 new and now they're about 5000 used, with the caveat that in any given time you're gonna pay that to get it repaired.