jetdriven

Do not lift it by the prop. Lift the nose with a short length of chain attached to the lifting eye on the crankcase with a cherry picker. RSC rental places and the like rent them to pull car engines with. Truly, it is easier to anchor the tail tie down with a bucket ful of 300 lbs of cement that has a chain or pipe and linch pin attached to it. Mooney doesnt prohibit that they, just discourage that. As long as you are careful its fine. But lifting the prop with a saddle and a jack is bad.

if your injectors are dirty the mixture distribution wont be even. Run a GAMI test, and clean them if necesary. Perhaps your #3 and #4 are at peak when you are trying to run ROP.

The only airplanes I have seen them factory installed in were Lears. Turboprops, commuter jets and even the 747 all have the proper approach speed (vREF) based on weight, and the AOA takes care of itself.

Is she about to take to the air yet?

Left main wasnt downlocked (overcentered?) properly and the pushrod failed causing left gear collapse and ran off the runway. See the thread "insurance company question"

Our KLN-89B (And the KLN-94) doesn't output ARINC or RS232 outputs to drive a GPSS. The aera will, but thats not a certified GPS.

I have the factory well probe on #3 and this replaced my crappy spark plug washer CHT thermocouple with this http://www.overnitesupply.com/wtk38-2424typekwasherstylethermocouplegrounded38studsize24stainlesssteelbraidedleadssplitwithspadelugs.aspx I simply installed it under the factory CHT well probe. It now reads within 5-10 degrees of all the bayonet probes. It is just a standard "Type K" thermocouple. a 10$ solution.

our plan will hold altitude and heading. To get the glideslope or GPSS to fly in circles will cost us too much.

I'm in the same camp., you should never have to open your cowl flaps in cruise. The problem is either improper leaning (too rich, or too near peak at to high of a power setting) or your baffling is leaking. We are starting with baffling this weekend.

1800$ is a good price?

OK I just read it. They will upgrade your 20 or 30 system to a 55X for 9500$ plus installation. We have the S-TEC 30ALT unit. My guess is the 55X uses the same pitch and roll servos, so its basically a 12K upgrade cost to swap out the control head. For now, I will pass.

What is the cost to upgrade a 30ALT to a full 55X etc?

use a cherry picker like for removing a car engine.

you have to be ready to move quickly and make a contingent offer on the spot with a deposit.

My 1977 201 electric trim has stopped working. When we first bought it all was well. Lately the electric trim has gotten intermittent and the wheel is getting harder to turn. Now it does not work at all. We cleaned the switch with contact cleaner to no avail. Does anyone have any experience with these units, and does anone have any service info on them, or the manufacturer and model number?

I had a guy hand prop me in an IO-520 in a Bonanza I was flying once. You should have seen that, and no, I wouldn't attempt it ever.

since edit is broken, I'd like to update my post. From HERE: http://www.gca.aero/list.asp?search_type=7&search_text=27&search_text2=S-TEC it looks like the 30ALT is "from 8k installed" 60PSS is "from 10K installed" being able to have a glideslope capability is nice. I agree, the 15K for a simple two axis autopilot is ridiculous. Plenty of people would upgrade their airplanes if prices weren't so incredibly high. Cobham owns S-TEC and the legacy to Century, so you can call it "cornering the market". Killed it is more like it.

me too

We have the C-IIB and the STEC-30ALT combo installed in our plane. It was a nice thing to get with the plane. I like it. You turn on the Century, stick it in heading mode, then turn on the S-TEC and monitor it until you land. It does a pretty good job holding altitude. Usually within 20-40 feet. I have tried it in moderate turbulence. Ours has a button on the right side of the pilot's yoke which diesngages the altitude and re-engages, to change altitudes. It does NOT trim, so it beeps at you to trim. Personally I think its great in cruise and to get your charts together. I wouldnt use it on a non-precision approach. It has no glodeslope capability. For the 12K they want these days to install one? Thats a shocker. Ours was installed for 4K in 1999.

Either way I bet it would have ran for 2300 hours or till 74657 got tired of it, and when it came apart for overhaul, the crank would be tagged as bad then. It was working fine until discovered, it just can't go back inside an overhauled engine. Still, an unexpected 10-12 grand hurts.

if the door is shut and the temp inside is 90 degrees, isnt the fan simply circulating 90 degree air? Am I missing something?

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.