jetdriven

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.

That is some seriously narrow-minded thinking. Throw out all airplanes that have had any corrosion. Left out in the rain. Been repainted. Any parts replaced. Had a prop strike. that pretty much eliminates all planes. A common mistake new buyers make is they only consider top-of-the-market cream puff hangar queens that are shiny. They refuse to consider average aircraft which may be a good value. The hangar queens often need several thousand $ to get into shape. When an aircraft has been repaired properly is it substantialy identical to one that has not been damaged. The Service and Maintenance Manual is very specific on repair methods as is AC 43.13. Make sure these repairs were done according to that. The upside is you do get a few grand off for a plane that really is not different than one that hasn't been geared up. You pass most of that discount along to someone who buys it from you. As others have said often the aircraft is better than it was before, one-piece fiberglass belly panels, new engines and props, etc. As long as it has flown a few hours, preferrably a thousand or more, reaffirms the repairs were proper. If it was from 20-30 years ago the value impact is minimal. Quote: N4352H I think damage history presents an unknown. There is this undertow in the Mooney community that our planes are so well designed and built that a gear up on a Mooney is a non issue and involves only superficial damage. This notion has been heavily propogated by well-known Mooney brokers who work hard to sell gear up planes. But none of this has ever been backed up by solid engineering. When in doubt....throw it out.

A fuel injected Lycoming may not "cough or sputter" until 150 LOP, so then a couple turns in is right at peak, which is the mixture setting that will cause detonation and 500 degree CHTs. Establish a reference EGT that is safe but not wasteful, some value that gives you 330-350 CHT on climb out, and always climb out with that value set. For reference peak power is 150 ROP, and even that might not be sustainable at a lower altitude.

Wow, even 435 is a critically hot temperature. At 475-500 the cylinder barrels turn blue. You should lean to the EGT value you use as a target, usually this is the EGT value you see at sea level on a standard day, at full power-ful rich. For us it is straight up on the alcor gauge, and the number is 1385. Further, the air is thinner so after liftoff, go to a higher airspeed for climb to keep it cool. Watch that CHT like a hawk, if it starts to move up, go richer and / or add more airspeed immediately.

Vacuum is a separate source but its a lot of weight etc for one gauge. They make electric AI's with built-in battery backup, but those are not cheap. I think that would be the best solution.

All of these issues you describe below (except engine failure on takeoff) all demonstrate the pilot who made enough poor decisions to allow themselves to be in that situation. Yes, Box canyons and "sudden windstorms" are mostly avoidable situations. The FAA has a term for that, ADM, aeronautical decision making. Thats a new focus of theirs. The Cirrus has all the electronic gozmos plus a rocket parachute and airbag seatbelts. It also has a fatal accident rate 2 or 3 times that of a Mooney M20. After watching them operate at Oshkosh this year, and around Houston, the difference is staggering. Pilot training and ability. Quote: richardheitzman Airbags are not there for "unsafe pilots". Training does not prevent the engine failure on takeoff (Joile) or the sudden windstorm on landing, or the frozen throttle in the middle of a swamp or getting caught in a box canyon in a down draft that slams your aircraft into the ground

I said that airbags are somethign to increase survivability during a crash. How about we prevent the crash. But since some 90% of accidents are caused by pilot error, and I an still a CFI and witness a lot of things during BFR's, I'd say there is plenty of room for more training. Not simply stalls and flaps up landings, but real short field landings to a full stop, crosswind landings at the limits, rejected takeoffs (whens the last time you did one of those?), secondary stalls, runn a tank dry. unusual attitudes, etc etc. etc. When that is good, there is also some other equipment to increase safety, Im not talking about portable TCAS either. Shoulder harnesses are the best bang for the buck for sure. How about standby vacuum, or an electric attitude indicator? Better instrument lighting? Moving map GPS? service bulletin to open baggage door from inside?

What is the cost of the TN kit, 20K? is it even available? What is the reliability of the Lycoming with the TN kit installed?

We just put in shoulder harnesses in our J due to taking a 25 hour trip flying over forests, water, night, fuel from unfamiliar sources, airplane left out in the rain, etc. It flew 5000 hours without them. It seems hard flat ground is the best choice, its basically a runway. Tall vegetation would be a close second. Water is preferrable to trees. I saw a Bellanca crash into trees and it stopped in about 30 feet. The occupants did not survive. Hitting oak at 100 MPH might as well be cement. The airbag seatbelts might be useful in a low speed collision, but the 5 or more grand they cost or more, could probably be spent on something that could enhance safety more. Such as training or other equipment. I see a lot of things being bought to enhance safety during a crash, but how about training and equipment to prevent one?

Labor might be expensive but side windows can be replaced as owner maintenance. Windshield cannot. LP Aero windshield is 486$, the 1/4" glass is 569$. Side windows add up to 800$ for all of them, with vent window. If you want 1/4" or UV tint, that is more.

i dont think that will work. Auto headlight lenses are lexan. These are plexiglas.