jetdriven

But the suppliers will only sell them to Mooney. . That’s the problem here too…

curious whats the price for a reconditioned actuator

if thats your piss color...... see a dr

Perhaps he can show her the new piper Meridian with auto land. Because you know turbine engines are about 15 times or 20 times more reliable than pistons, and the auto land is kind of like a parachute in a way... it gets you to the runway and even stops. So it's even better, you don't have to hike out of the woods.

clean the contact card on the rear of the unit and reseat it into the tray. We repaired one at Bevan but its expensive, it was 900$.

prop feels normal.

We installed Bracket 50A in the same orientation as Bracket 50, horizontal. We still had to fabricate some metal to extend the end of the bracket another 2 inches or so so that you could put the clamp on the cable to hold it.

the GI275 GMU11 is powered by the unit, so you still have heading when you lose ships power.

The lycoming ignition is a rebranded surefly without the vacuum advance. It’s funny I got into a discussion with a surefly rep at OSH and I said “have you guys fixed the 24 V system yet?” He said I’ve never heard of a problem with any of them. I’m like several 28 V airplanes have problems with stumbling and stuttering and it’s because when the voltage spikes above 33 or 35 volts it interrupts the SIM and turns it off. He said I’ve never heard of that, Lycoming sells those by the hundreds and I’m like well maybe you willfully don’t know about it but it’s a problem.

In 13,,000 hours and nearly 30 years and I’ve never been forced to penetrate a thunderstorm.

One big issue here, is that the air framer is the one that certifies the G 1000, not Garmin. So you know Garmin wants to sell you and NXI or anything else they can’t do that because it must go through the airframe manufacturer. And it seems like Mooney is not terribly interested in doing this, and if I recall correctly, the non-waas to waas upgrade on the Mooney was $80,000 because you had to get the GFC700 auto pilot. And everything else, Like LRUs and displays. And if I recall correctly they stopped offering this. To. So now to go from a legacy G 1000 to an NXI no that’s not going to happen. And when Garmin stops supporting the legacy G1000 you’re gonna have to pay $100,000 for somebody’s STC to retrofit it to a G50TXI or whatever the current flavor of what is on the market at that time.

Don’t see much how in hiring a Cfi who has low time in type is any better flying than a qualified mechanic with a pilots license who has low time in time. At least the shop is, or they should be insured if you want that operation. I doubt your local Cfi is. I inquired about non-owned insurance for my shop and it was a lot. Around 5k a year.

One problem is the future unsupportability of the legacy g1000 hardware. The OEM’s engineer the NXi upgrade path but in this case Mooney isn’t interested. Some point in the future you’re going to pay a ton for some kind of retrofit STC.

Keystone instruments of Lockhaven will also re-mark your airspeed indicator to the proper values. They did one for me.

Do you have the flight director? You already mentioned no VNAV. Which is huge.

I’d be curious to know what kind of quality control, continuing education, and certification/recertification standards it takes to call yourself an MSC. Cause I just fished these rags from a MSC oil change less than an hour after it was done. He brought it to me for an oil leak they quoted 20hr labor to find. It was easy to find. And they just changed the oil they could have found it too.

How did these panels generate extra space besides eliminating the armrests?

One time I was flying this plane and I really had to go. This guy who owned this 172 was a photographer and there was a 35mm Canister floating around in the glovebox. I thought I could wait, and then there came a time when I realized I was not going to make it, so I fished out the canister, flip the lid off took care of business, but then you have to pinch it because we’re talking about 2 ounces here and I had about 50 times that much left to go. And I had a bigger problem, is that I need to basically empty and refill this thing about 30 times to get it done, so I’m thinking about where I’m gonna dump this thing. So I open up the side window, you guessed it when I threw it out going about 100 kn, it became like a piss tornado inside the airplane it was I don’t know how to describe it except for that was pretty horrible. OK one more story then I’m going to stop. We’re flying from Bozeman Montana back to DC, and the first leg was Bozeman to Some hobunk Airport outside of Sioux City Iowa with cheap gas. You know the whole flight went great, and then about 40 minutes out I felt pretty thirsty and I thought you know I’m almost there so I chugged a whole liter of water. Actually I think a liter and a half. Anyway, I was feeling good, flying high. Started on down and just about the time I hit 10,000 feet it was that same feeling I had back in 1997 with the film canisters. Anyway, I was certain I could fight it off. I made a smooth landing and I taxiid back, but I had trouble getting out of the plane. In fact i could not stand upright. I somehow managed to crawl out of the airplane on all fours and make like hell to the FBO bent over like some old man. And you know the closer you get the more painful it gets. I was not sure I was going to make it. When I got to the FBO , you know all of these FBO’s have a little sticker that says the four digit code is the CTAF frequency and I remembered that, 123.0. But no, in all these years of flying, this had to be the airport where it said that the frequency was the AWOS frequency…. I smugly reached in my pocket, to find that my phone is still in the freaking plane. Panic set in, NFW I’m going to pull this off…Now I’m thinking I’m going to have to take care of business right here, but there is a house right next to the FBO and kids are playing in the yard. So that you know there’s no solution here. My existence on this earth has been reduced to this. To top it all off, this is the phone is underneath the pilot seat in left side of the airplane and I can’t bend up right and I can’t reach in the plane and I can’t crawl in the plane and I just feel like I’m going to curl up next to it and die. The struggle is real, I did manage to find myself back to the FBO, get inside by punching the keys with the determination of the damned, and anyway after that I walked out like a sheriff of Jericho hill and continued on to DC. Even made it in the same day. If you think that there’s a learning curve and I got some kind of apparatus like you guys are discussing you’re wrong. I just prefer to fly dehydrated but anyways I will never learn I guess.

If I recall, that washer is often a solid copper washer like a spark plug gasket, you can simply heat it till cherry red and let it cool and then it is annealed. If it is the split asbestos crush washer,, those are from aircraft spruce for pretty cheap

I asked the Welland guys at Oshkosh and they basically acted like that piece is no longer available. If you wanted to pay upfront and wait 6-9 months, they may, be able to get one for you. But I think that’s over with.

We’re here. Own a 201 and maintain ten of them. What can I do for you ? byron.

If the airplane is trimmed for landing speed, the go-around is easily managed yoke force. If you roll on the trim in the flare until it hits the up stop, it will be a lot more force.

every time the engine is overhauled or a prop strike, yes they must be replaced. But not if the case is split, per se

You forgot the part where the cylinders overheat and the rings lose tension in 500 hours and you have to redo it again. Same as the sparrowhawk 152 conversion.

I wouldn’t put anything other than DLC or roller lifters in an engine these days. But that certainly looks like lifter fragments. It could be Cascades to embed it metal in the bearings, score crank, trash oil pump, scored cylinders. That metal does a number. To top it all off, new cylinders are 6 to 9 months out lead time. And if you call triad for example, and say hey I want to send my engine to you for an overhaul you’re not going to get it for nine months.