Steve Dawson

That you for sharing Erik, Like you I remember Bennet telling and showing his prestige 201 and his adventures with his 262. I think he loved life the way he wanted

I used Sheppard Air. They are also very supportive

I have a J but if you look at where your arms are positioned in the later model R and M's it looks like they have a bit more arm room.

+1 for Airtex also. It took longer and was more expensive then I had figured but after 5 years it's holding up very well and is still comfortable. And Airtex was very helpful when I ran into any questions.

Didn't geography help quite a bit too.

If there's enough hours on the new oil you could take a sample and send it out for analysis before you purchase if you're curious about the engine

I wouldn't cast doubt on the engine yet. Has the owner done the proper maintenance on the engine and frame? Has he changed the oil ever 25 hours and the filter every 50? Does he do oil analysis every 25 or 50 hours and does it show a trend of consistency and is he willing to show you all the results? Where was it kept over the last 10 years? Near the ocean outside or a heated hangar? Or in the desert and how many hours before it needs a quart of oil? Check out a few of Mike Busch's webinars on engines. Educate yourself. I personally like the J model because it was designed from the start to go fast and be efficient and I think they will hold the best value compared to other NA models other than possibly the Ovation

I've built a few industrial buildings so I can suggest something on the sky lights. I've installed windows high on the walls. They'll let light in, no leaks, less expensive than skylights so you can instal more and depending on which way your hangar faces, more windows on the east and west sides will provide natural light longer. It's also cheaper to build a bigger hangar first than find out later you need a bigger hangar. I'd also ask other owners about door size. Maybe you'll want a king air next or want to sell later to someone that has a larger plane. Check out Beechtalk also. Lots of guys there have built hangars and I believe there's a few threads on it.

To the best of my knowledge you either have to get the Stec altitude hold for approximately $8K installed or the PSS 60. You might as well wait until Tru Trak or Garmin (GFC 500) has their system out. Check previous posts for info on this.

I know it's a moot point but it's still less than the G500TXi that is $15,995. Compared to the Dynon HDX with it's auto pilot or adding the GFC 500 with the G3X cert plus G5 it's relatively only a little more. And at least the Garmin is available soon.

Hey Dave, These are areas covered in IFR training under meteorology so the answer is there. Please Note: I'm not an expert but it is a question covered by Scott Dennstaedt under his avwxworkshops.com . Scott is the guy to go to for weather.

Why are you bringing facts into this conversation? Ok another question based on the two different types, By what standards can a FIKI aircraft fly through known icing and what defines intermittent? IE: How does the FAA define this? Here is a scenario; Can you legally fly your non fiki through a cloud deck of 3,000 feet of strato-cumlus or strato nimbus to a higher and clearer altitude? (airport altitude is 1000' and 0 degC and deck is between 3-6K) and you've planned for cruise at 12K

I've been looking myself. What are the details of the system that CAV states and the differences in which type of icing you can fly through? Do they state you can fly through SLD or freezing rain with FIKI? What sort of flying missions are you trying to do?

JT maybe phone Brant Aero in Brantford. They're easy to deal may. have lots of parts and their in Canada also. 519-753-7022

I'm not sure about aircraft engines but in other EFI with electronic ignitions they use a sensor fastened to the cylinder to measure frequency. So when the engine gets close to the detonation frequency it will trigger a decrease in timing