jetdriven

So many buyers only want the 1500 hour hangar queens. Hours are a deduction in value (same as danage history) but you essentially get the same airplane for less money. I will concede that things like rod ends, flap hinges, and screws wear out eventually and you are replacing more of these on a higher time airframe, but the structural life is essentially unlimited. For example, our company retired a plane that had 145,000 hours on it. I flew it the last week we had it, it flew great. Evaluate all planes based on condition of airframe and engine, hours, damage, equipment, paint and interior. Im sure there are a few more, but arrive at some value and if its a good deal and no major items, its a deal.

We were given a delay vector then a 360 to avoid overtaking a Challenger jet into Erie the other day.

Aircraft paint by and large is either Polyester Linear Polyurethane (Awlgeip or Alumigrip) or an Acrylic Linear Polyurethane (Imron). Yep the same thing they put on boats. key is they are single stage and provice a hard wet look without a topcoat. http://www.diy-boat.com/index.php?option=com_content&task=view&id=1013&Itemid=125

I suppose this is over?

CHTs over 500 degrees usually are indicative of detonation. Mike Busch of Savvy has some webinars that explain it but basically high CHT are conducive to detonation, and detonation causes high CHTs. This can leasd ot thermal runaway and engine failure in something like 90 seconds. I would definately borescope the cylinders and pistons and examine the plugs. Regarding leaning, you can lean for best power like in a 172 you can hear the engine sound change pitch and pull harder right before peak. Then richen it a healthy amount from there. The J with the McCauley prop only makes 2400~ RPM static so you can lean for peak RPM without an engine monitor. Cylinders for a parallel valve Lycoming are around a grand each and maybe twice that installed. Given the cost of these repairs an engine monitor may pay for itself in one avoided event like this. Might want to consider installing one. Quote: crxcte Thanks Swingin, I definitely did not have the mixture set right from the get go. My high cht was near instantaneous do to excessive leaning. I don't get to high DA very often but will add your procedure to a check list in the future and give it a try.

I don't see much benefit to the weather for the Foreflight coming up. Its been discussed on the Foreflight blog but its basically going to be the Baron Mobile link and XM. So, 1100-1200$ for the mobile link plus the regular XM fees. For the price of the mobile link, you can (almost) buy yourself an aera that has XM built in. Skyradar is the same price but no subscription. Quote: bd32322 a bit off-topic - but in the upgrade notes at the apple store for foreflight 4.1- it mentioned that they'll have more goodies in the next version including in-flight weather. Ofcourse its nothing definite - because I couldnt see an announcement to that effect on their website.

In the manual gear Mooneys it makes more sense to delay retraction as raising the gear is a significant distraction, In that case, climb at Vx or Vy to keep the speed down until ready to stow the gear. I have found in the J, the climb rate is more sedate and raising (or lowering) the gear is a much smaller distraction. It doesnt climb well dirty at all. In that case, positive rate, gear up. Bonanza guys maybe they care more about looking cool, I dont know. Bonanzas have more horsepower and climb very well gear up or down. A J does not. Quote: WardHolbrook I've lost an engine in a Mooney M20C a few moments after liftoff and I'm grateful that the gear was still out. I was able to simply lower the nose and land on the remaining runway. It was absolutely no big deal. I understand that the manual gear cycles very quickly, but you've got your hands very full at that point and having one more thing to do under those conditions doesn't make a lot of sense to me. I'm not buying the arguement that getting the gear up ASAP makes any kind of significant difference in altitude achieved vs leaving it extended for those few additional moments. Again, there will always be the 10,000' long runway exceptions, but I'm talking general practice. I always shake my head when I see the Bozos in their SE retracts rotate, get the gear coming up and pull the power back in one seemingly continous motion. (A stunt normally performed when they think they have an audience watching them excersizing their superior flying skills.) It doesn't take a rocket surgeon to figure out what they are setting themselves up for. As always, this is just my personal opinion and of course, your mileage may vary.

Could be a servo. perform a preflight test and note the amount of force required to overpower the servo clutch. Do Corrosion-X lately? Century in Mineral Wells TX is the only place I'd have my autopilot repaired. Also, check your static lines especially in the tail. Ours had an issue with them, one was disconnected. The pressure inside the tailcone is less, and with changing airspeeds and pitch oscillations, the autopilot chases it. But the pressure inside the tailcone changes with airspeed.

I fly a Boeing which appears to have the same model number of radar altimeter and let me tell you its worth it. It lights up and to me that says "land or go missed". PLus the ability ewhen getting vectored in IMC just how high you are in a glance. Im not sure what the cost to repair is but start with the manual for it and try to determine if its the display, the magic box, or the sensor. We have an aera too and uncertified stuff has a lot more callouts. None of them ding at minimums though.

Andf the fact the retracted gear gave hm more altitude in which to mahe more options. Oh and it belongs to the insurance company so worry only about your survivability rather than hull damage. Only a hotdog would say that. Quote: aviatoreb ...or a late aborted takeoff for lots of reasons, or a very bad landing. The "fixed wing" Mooney has one notch of flaps in, and the gear seems to be retracted. Time will tell.

One thing a radar altimeter does is ding or light up when reaching minimums, something that is pretty valuable.

AOPA also heavily pushes Bank of Amercia aircraft loans and they are not even close to competitive. Seriously, the more you hear about something the worse a deal it is. We are insured with Starr.

My Omega is still doing fine.

KLVJ houston, PM me for number. Im a CFII too Quote: smccray Thanks. I look forward to learning from you guys. I see your in TX- hopefully I'll get a chance to meet a few of you guys.

that looks like a super nice 205! Congratulations! Jealous!

I saw your plane at OSH and visited with your co-owner. The fuel pump issue came up. I talked to the C&J rep at OSH and as I suspected, they refuse to IRAN the pump. Of course an overhaul is 900$. I mentioned yours was IRAN'd and he declared it "unsafe". "It must be overhauled." Sure. Thats the reason aviation is so expensive. I'm glad it worked out. Quote: peter Well, we have our aircraft back now. Following Shadrach's advice, we contacted D&G about doing an IRAN on our pump vs. the full overhaul our MSC told us was the only option. Russ was straight up and very helpful, professional throughout, and turned the pump quickly. The repair bill for the pump was just $350, vs. $1400 quoted by a MSC for a rebuild. 5 Stars for D&G - I'd gladly use them again. I can't say I'm anywhere near as happy with El Paso Aero. I'll post a pirep on that experience later.

For the same manifold pressure the intake charge air temp is going to be higher with a turbo, reducing detonation margins. I'm not sure the longevity impact to the Lycoming IO-360 but this engine does have high compression and at full power, runs close to detonation limits. Running it with a 130 degree intake temp and 30 inches of manifold pressure might send it over the edge. There must be some reason Lycoming never built a TIO-360.

Damage history doesn't factor into the equation for putting money in it. It did make it more affordable to buy. I dont mind older radios and paint. Buying something to "fix up" is almost always a losing proposition. If I wanted super nice, I would have bought N201QT as it was for sale the same time and it had 430/530, etc. It sold for top dollar, quickly, and guess what, a gear up landing in 1996. All things considered a NDH airplane is worth more than thes same ome sitting beside it that has history. Just dont overpay for the NDH airplane, nor devalue the one with history excessively.

Foreflight 4.0 has Canada plates and charts already but if you upgrade to Foreflight 4.1 they are blocked out and says "subscription required".

I hear the 3000 mag is much better than the 2000. is that true?

Take another hard look at baffling. We replaced our rubber baffling with a Gee Bee kit, it lowered the CHTs 20-30 degrees all else equal.

Yeah but the higher he goes the faster he goes. Like the 201 is the ultimate NA mooney (Ovation is too, but a higher price bracket) the 252 is the ultimate turbo Mooney, except, maybe an Acclaim.

I'm sure there are people who will deliberately hide or conceal damage history or repairs. That is outright fraud and could be committed on any plane. Our plane was geared up in 2000, and yes it has a stack of photos, and a parts list detaiing every single item replaced. Gear doors, belly skins, tie down rings, wing reskin, pushrods, fillets, etc. INvoices from Van Bortel with all the engine parts. It also got a fresh overhaul with all new parts, a new prop, etc. it was even discussed by a buyer on thsi forum who eventually passed on it because it was "damaged" even though Parker pointed out you could paint it, new 430 garmin stack, ASPEN, and a bunch of other stuff still be in under 100K. Funny how inexperienced buyers will pass on a damage history plane, and end up with a shiny, overpriced 1500 hours SNEW hangar queen that needs an engine or a spar in the first year. The best airplane is one with dead bugs on it. Inspect it well, but throwing it out because it has damage history is ludicrous. Same as refusing to consider your plane if it were for sale, after all, it has damage history as well.

Everywhere I have read says peak horsepower comes at 150 ROP. I could be wrong. Here is some discussion. http://www.vansairforce.com/community/showthread.php?t=63319 250 ROP is set up for fuel cooling. At altitude, you can get away with something in between, over 8-9000' you can almost run at peak in the climb Quote: JimR Where'd you get that information, Byron? Everything that I have seen indicates that max power is to be found somewhere around 80 dF ROP. This is not to suggest that one should run there at high power settings if long engine life is one's goal, but that is where maximum power is to be found. I think what you are trying to say is that the OP should stay at least 150 dF ROP in the climb, and maybe moreso if CHTs get too high, which is most likely to happen down low where more power can be produced. Is that right? Jim

I think his may have the dog house, but isnt there still some baffling? anything over 400 is cause for investigation and repairs.