jetdriven

Prop I have no idea. Engine wise, from what I have learned, yes. If the engine has 1900 SMOH, for example, you actually benefit from the teardown and overhaul. They pay for whatever it costs to remove the engine, split the case, inspect parts, and reassemble. ~8-10k? Anything above that is yours. Parker will be along here in a few with the finer points. Why did the gear collapse? Improper preload?

An F would be a huge improvement over anything else you can rent for sure. It has the same engine as a 160$/hr Arrow but it is still 10-15 knots faster. For me the deduction for engine time is not exactly linear, although the Blue Book would say so. The first 200 hours are free to the owner and the last 400 you can't sell for anything. If it was 1600 hours SFOH and it was done in the last 8-10 years or so and flown regularly it will likely run beyond 2000 hours. There are no guarantees with anything. Be prepared to pay for an overhaul. I would imagine that he resealed the left tank because it was the only one leaking. The repair job is as good as person who did it. There is a wide range of quality, from a patch job to a full Willmar strip and reseal. Its all in the logs. There are a lot of "9" P+I airplanes advertised out there. According to the grading criteria that means done in the past couple years and no signs of use.

we found this one. http://www.futurshox.net/aeroview.php?level=image&id=13425

To be honest, Jim, we jusat didnt know how to fly it. We had 4 people in it, ot oustide, at 2000', and 23"-2500 RPM and leaned just past peak. It would lose a lot of power, this was before the fine wire plugs and injectors. Stlll, at such a low altitude, our planes don't seem very efficient. At 7,000' is a different story.

I have many hours in the E and it is a rocket in takeoff and climb compared to the J, and in cruise is just as fast.

can someone create a classifieds section? There are plenty of planes and parts we could list.

didnt the 68 have the twisted wing?

these are all excellent reading. http://forums.savvyaviator.com/articles.html then go read pelican's perch. http://www.avweb.com/news/pelican/182146-1.html then go watch Savvy mx videos. http://www.savvymx.com/index.php/resources/webinar

We flew that one burning 6.5 GPH and 100 knots, it was the first weeked we owned the plane. We came in dead last behind Ercoupes and everything, but we won 2 out of the 4 prizes. And then did 170 knots all the way home.

My wife had a groundspeed of 190 knots at the finish at Galveston. we did it the day before. its addicting

i would run it until it shows cause for overhaul, such as Mike Busch says. Making metal, cracked case, bad cam lobe. If it needs a cylinder every now and then, give it one. He practices what he preaches, his 310 engines at one point were 22 years old and were 1,000 hours past TBO. http://www.avweb.com/news/savvyaviator/187727-1.html

if you are planning on a cowl, panel, inner gear door, or 201 windshield mod, just get the J. An F is a fine aircraft as is. Fuselage is the same size.

Quote: Kris_Adams Hi Everyone, Thanks for all of the great ideas. Sorry, I didn’t mean to turn this into an “overhaul” or “don’t overhaul” thread. Without going into details, I’ll just say it seems to have turned into whack-a-mole and every time I fix something, something else pops up. I plan to keep the plane for the foreseeable future, so I think this is the right decision (for me at least). YMMV. Here’s what I plan to do: · Overhaul at Gann Aviation (same engine shop Tornado alley used to prepare their TN Cardinal which had the same engine as my m20J). I had numerous people PM me with positive experiences. I like that I can call and actually get the owner (Carlos, who is an active pilot flying an A36) on the phone. Since they are close to my MSC, they will pickup and deliver the engine for no additional charge. · New/overhaul mags, fuel system, plugs, etc. (unfortunately the dual mag overhaul is a premium right now) · GAMI injectors ($600 upgrade) · Dowel/O-ring modification (through bolts no longer align the case) · Nickel cylinders (overhauled, 1st run cylinders with 400 hours); only option is steel from Lycoming · Vacuum pump-new · Alternator-new or overhaul-tbd · Prop governor overhaul · Sky-tec starter is <2 years old so I think I will stay with it · Engine mounts (bushings) replace · Engine mounts strip and paint · Exhaust system tbd (I think mine was redone recently) · Oil cooler · Still need to address baffles, re-enforce upper cowl Thanks again for all the help. I’ll post some pictures later this week as I’m going to go see the engine disassembled on Friday (another advantage of going with Gann). Kris

Not so fast, Fantom. Then large corporations can simply spend the smaller party into the ground, and then hit them with a multi-million dollar legal bill. Its all about equal access to justice. -edited-

does the XM detect hail now? or just radar returns, which can't really distunguish.

Quote: jetdriven well, XM is $600 a year. The full logical bundle for the Garmin GTN is $1503 a year. Throw in a second garmin 430/GTN and its way over, or an Aera/496 (500$) thats about 3k.

well, XM is $600 a year. The full logical bundle for the Garmins is $1503 a year. Throw in a second garmin 430/GTN and its way over, or an Aera/496 (500$) thats about 3k.

Quote: Piloto Had I had ADS-B/UAT instead of XM & ATD-300 I would not have seen the hail tunderstom actitivity neither the traffic because UAT does not cover below 2000ft as per FAA coverage map when fully implemented. Is the XM $50/month subscription worth it, you bet it is, better than the $50K it would have cost to repair the in-flight hail damage. Not to mention that I may have collided with the C172 ahead and below if I didn't have the ATD-300. José

Get one jar for each cylinder so not to mix them up, soak them in acetone overnight, blow dry and reinstall. Do the GAMI spread test. Rearrange them to even the fuel distribution. It worked for us.

If two bank indications differ, use the compass to break the tie.

Baffle seal strips. Reinforce the upper cowl with fiberglass and epoxy. Alternator or starter if they are old or giving out. Make sure the overhaul includes overhaul of the RSA-5 fuel injection. TBO on it is also 12 years, or engine overhaul. Mine wasnt done at the engine overhaul and it had to be done a year later when it wasnt running right. Get factory new steel cylinders and, opinions vary, but I would use only a new camshaft and new lifters. Oh, and that Bendix D2000 dual mag... Go through that one if its been a while.

A GE 330 bulb is a single contact midget flanged base, FWIW. Thats a great idea, I think my bulb is 28v, it is quite dim as well.

Thanks for clearing that up, Peter. Go enjoy that 231.

I think what Peter is saying, is the Aspen is so technologically advanced, that only Aspen can certify it as airworthy and issue an 8130-3 on it. I can understand that The big question is what is the cost of that recert, and the cost of the STC permission. If it costs 6K to recertify a used Aspen, and another 6K to install it, you have still effectively killed its resale value. It is same as new at that point.

Disturbing the used value of an 12K$ Aspen is zero, as disctated by the manufacturer. Same thing with S-TEC autopilots.