jetdriven

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.

2700-4 are along the sides, the very back corner of a J at the boot Cowl is a 2700-8. Sometimes there are fives in there because people add an extra layer or two of fiberglass at the paint shop. In the stock thickness of the cowling there is about .110 to .120. Anything more than that mess a longer stud than a 4. I took all the retaining washers off the 2700s and just take them out like screws it's easier to do that is to set the cowling in the grass and lose a few, the little split washer set up to have is not very good and those things are always falling out. Besides that, it gets very hard to put the top cowl on the bottom because the studs fall into the holes and jam the thing and it's even more aggravation.

I remember looking at the ground speed and seeing 191 kn and I'm thinking OMG 191kt! Anthony says well we don't have too much of a headwind here.

they never admitted the 1994 batch was defective, which caused the SB which said replace every 2000hr, and which some of those are also defective.

Air mods was in in FL. This is Aero mods different spelling and different state.

Anthony is the bedrock cornerstone of MS and Im glad to call him my friend.

its a 20k a month 16 day sentence. Some might say thats worth the trade. some not. Also some have pre-formed opinions about how good or bad the job is with no data. I hear people all the time trashing airline jobs, but they've never been there done that. I fly airplanes for real money, but I work on planes because I can make a difference and it interests me. And I own a plane for a lot of the reasons we all do, to go somewhere, for fun, for developing and maintaining skills.

whats with all that rust

Yes, the only difference in a FOH and a Factory reman is the zero time log book. There are several shops that can build a great engine but only the MFR is allowed to call it zero time.

The whole cause for this no back spring debacle is improper manufacturing. A clock spring by definition has an infinite service life.

Continental still hasn't seem to have proven themselves to have worked beyond their issues with being able to machine valves and guides properly. So at about 800 hours or so the valves to start walking around on the seats and then they have low compression. You can send those cylinders to Cunningham over at powermasters and he will rebuild them to where they will last you for the rest of your flying career.. There is also a guy next to us that has a cylinder shop that is rumored to be the same kind of reputation but I havent installed his stuff yet.

what is "low compression"? I would start there.

We had a guy back at our home field in Texas that was changing out cylinders and things, claiming they were preventative maintenance since they hadn't failed yet.