jetdriven

A Garmin dealer In NC but they all do that

Chapman was quoted as saying "simplify, then add lightness."

I had a buddy I was flying with to get his commercial license, and I noticed he logged 6 hours of Baron 58P time as PIC, but he doesnt have a multi rating. When I asked about it the story comes out, the owner and his buddy wanted him to fly them down to Dallas to go to the strip clubs late at night, then they flew back bit the owner was totally wasted. So by his reckoning, he was PIC because the owner was completely wasted and the person in the backseat wasn't even a pilot at all and I was like Dave it doesn't work that way. Later he called and said he picked up a ton of ice in his glasair, and then it handled it great it was no problem. And when I asked what he was doing flying around i icing conditions he said hauling freight. Leave it to say I didn't fly with him but after that

AERO hose shop in granite city IL is also good. significantly cheaper than PHT which really went up

this guy literally showed up with a wingtip and an aileron and thought hew would fly it home. I told him on the phone, before, that my gut feeling was 10 grand for an engineering report and 50-100K to fix it.

i dont know why i had to pay 500$ installation to slide the XI into the GTN750 tray either.

25 rpm per turn. it wont make 2700 static, the manual says fly for 5 mins and note RPM, then make changes.

PIC is listed on the flight plan.

set it to basic and 0. thats the only way it works evidently. i got the XI and replaced a straight 750. I flew home actuial IFr in the clouds as I was in a hurry. I missed a lot of radio calls.

The later models SMM say that rubber hoses should be replaced every seven years, but Teflon hoses are on condition. Also, AC 4313 talks about hoses, and it does say that Teflon hoses will take a set after a while and they should not be bent into a tight radius and to use care when moving them or replacing them, because it could form a kink in the inner liner which is not visible. Thus, a Teflon hose that takes a set is not unairworthy, it just needs to be bent or moved carefully.They put Teflon hoses on spacecraft and 14 years is laughable given the hours you have flown it, actually mine are going on 12 years and I've got no plans to replace them anytime soon

Funny you forgot to mention that both on the ebay ad and here. So now you're warranting the crank gear inspection has been done but the engine wasnt torn down and inspected? Was the gear replaced or was it magnetic particle inspected?

I was talking about the Aera 760. I was mixing replies, The AHRS commment was in regard to this: On 3/16/2021 at 5:54 AM, ilovecornfields said: My panel mounted 760 AHRS acts like it’s drunk and will randomly show a turn when I’m straight and level and they took away the checklist feature that the 796 had. When I asked Garmin about it they recommended scanning my checklist into a pdf. I ended up disabling the built-in AHRS and just using the FS210 like I did with the 796. Maybe it’s too early to decide, but I preferred the 796. I have all the fancy stuff in my GTNs so I don’t really see the added value of having it on the 760.

I don't think it has a real ahrs, I think it takes ground speed and infers some kind of flight path like the AV20 does, but it's not any good at all. Another thing that they sold heavily was it 2-way flight plan transfer, but it's supposed to use map MX format one which is a one-way only protocol.

People have to get adjusted to FAR 23 aircraft. The maintenance manual has a clear list of repairs zones where you can do field style repairs, but there are a lot of places where you must contact the manufacturer for Support . There is some pilot here in A Cessna 170 who ran into the right side rear of the wing of a cirrus SR 22 here at our old airport. It made it thru the aileron, and rear spar, and into the skin up almost to the main spar, but not quite. Anyways the repair manual is very specific, to remove or attempt to remove the wing halves or the entire wing you must contact the factory for service support, and any repairs in the no repair zone also the same thing. So I contacted Cirrus, and it's going to be $13,000 just to draw up an engineering report to tell us how to fix it, then we have to buy all the parts from them but he said it's going to stretch way over 100 grand. And this is with the manufacturer providing parts which they may not always provide say, an outboard wing spar half or a skin for a 20 year old Cirrus. Try to get parts for a first generation eclipse 500. Anyway the plane still sits here. Some guy bought it off eBay for 100 grand, he thought he was going to fix it up, and when you get smacked upside the head with this, he's looking for a way out but he's way upside down in it.

You mean this one? http://www.kathrynsreport.com/2020/08/mooney-m20c-ranger-n6080q-incident.html?m=0 You forgot to mention the gear-up landing.

It's eventually gonna eat all the camguard. The rest of the plane is eventually gonnna eat your whole bank account.

The formula is something like 5% of the oil which works out to be about 13 ounces for 8qt. so you can always round up another 3 ounces....I just put the whole bottle in a Lycoming four-cylinder and the next couple quarts of makeup oil you're covered. I am laser precise with most most things, but the 1.6 ounces per quart I am not.

The main memory board has some sort of long life battery that has to be soldered

It's not swapping wings. It was more like twist the outboard wing rib down 2 degrees and rivet the skins on.

Million dollar Cirrus SR-22s are sold out for 3 years

Not always. A very large percentage will claim the airplane wasn't running right through no fault of their own, then blame something else. and a lot of folks just aren't very mechanically aware. Like that Bonnaza crash a couple weeks ago in NYC. He eventually caught on to the fact his plane was only climbing 200. Fpm but the flight data shows it was that way basically from takeoff.

If I recall, a couple of aeronautical engineers on here said you cannot scale one of these planes down in that manner expecting it to fly properly and guess what it did not. It's like first year aero math,For a trainer you need a Piper sport wing not a 66% scale M20J wing which doesn't stall all that greatly.

You might as will be design a whole new plane this point and there's already one in that market segment that sells hundreds per year. At least that money for the M10J was well spent.

Theres a lot of experience on here, and a lot of them are telling you the engine is a huge expense, and a large risk. But if you've already decided to buy the plane, that doesnt matter. Keep in touch and let us know how the first couple years go.

I think those planes have a Whelen triple power supply located on the aft Side of the rear cabin bulkhead. The sync is done on the box. As others said you can repurpose those wires for strobe and sync. But the tail needs another conductor for the nav portion. It looks great when done.