John Pleisse

It isn't just the OH shop. Critical is your A&P. Through my own personal experience and knowing others, it is essential they are installed correctly. Many shops accidentally shear off, strip or otherwise damage the mounting studs and harware attaching the mag casing to the accessory case. The mag itself is not as dangerous as made out to be. It is the mechanics who take it on and off. Ask any MSC IA..this is usually the culprit and the danger. I have heard stories of hardware shaking loose, studs stripped out, etc. People flying hundreds of hours with only one connect point secure and more.

Hanks numbers are dead on. 201'r...the operative words in the POH and on the placard are "continuous operation"...just use your noggin.

My experience with the Bendix 2-3k Mags is be proactive and never wait for a couple of jolts at 8500 MSL. Also, Slick replacements are 500 hour throw-aways. I have had mechanics replace points and send out couplings, only to exchange or buy everything new a year or so later. These problems usually creep up as long starts. Have you seen the prices for new lately?

My avionics people tell me black is the color that, in terms of hum factors, is the most correct. I like the gray and almond Mooney panel. I am painting mine next year and will re-do the lay out. I'll watch this thread with interest.

George, Looks like it won't even matter. NBAA's primary revenue stream is this service. Everybody is gonna KEEP watching us !! Not much we can do, except not file and mabe repaint your tail number every year....and not fly, I guess. http://www.avweb.com/blogs/insider/AVwebInsider_BARRBack_204792-1.html

We visited recently. This is one of the most kid friendly places I have seen for aviation. The collection of aircraft is astounding (I live in DC with the two Air and Space Museums nearby..this was on par). The place is so clean you could eat off the floor. The food is great, it wasn't crowded and the staff was enthusiastic. Kermitt hit a homerun. I could have spent more than a single day there. If you are in Florida, you gotta go.

The new one is digital and makes noise...so you would not look at it unless it chirped at you. Then you would have an arrow pointing where you should....99% of the time, down.

Scott's right Byron. You could go AIRNC or RS232 direct to the Stec. If everything crapped out, the plane could fly itself with nothing in between the GPS and STEC GPSS. No gyros of heading erros, etc.

Looks like an extremely low time Honey......Niesch!!! \

The Stec 30 is excellent this way. Capture the localizer and babysit the power. Not to open a can of worms and I am sure a thread exists for this, but isn't it "pitch for path, power for perfomance"? Jackn Quote: ".(remember trim for speed, power for alt)". Byron...you have to figure $5k for install and a three weeks down time. I gotta tell you, that is not a 2006 deal. Wow, I guess things have changed. And does it include autotrim. That is the must-have that costs a bunch.

I paid a lot...probably an additional $13k, but this included autotrim, a near $4k option. This was also 2006. Have you seen the Cobham ads Byron? They are running print and web ads for a $9k upgrade special from 30ALT to 55X through August 20th.

I bought the Stec 30 w/alt hold and upgraded to the 55X..also awesome. Why not buy Stec ALT HOLD for your Cent 2-B, then you already have it when you move to the Stec? The ALT baro can, servo, wiring and panel switch cost about $3500. Many people have done this and prefer it to Edo Aire equipment as more reliable.

The recent AOPA article was great and I think for such a small dollar amount (Alpha AOA), its not money wasted and it is not cockpit clutter. That famous Mooney crash in Tyler TX with the long time factory test pilot and two other high timers on board is a great example of where a gatget like this could help. Base to final and pattern environment stall spin risk.

My experience has been even the smallest air movement in the hangar sucks in dust and debris. The more it blows or vacums.....the more crap you draw in. How hot does it get??

Quote: DaV8or When I Google mine, it just turns up all the pictures I took and posted. No photos from the past.

Quote: Kris_Adams Hi Everyone, I have lost confidence in my current engine (21 years since overhaul, increasing oil leaks, "odd" sound on last flight, etc). The plane is a '79 with approximately 2950TT, 1200SMOH(1 overhaul on engine). I would classify my flying style as “easy” IFR so I am looking for a stable engine that I do not have concerns with. This is my second plane and I didn’t have to major the engine on the first plane so I am looking for advice from the group. As of right now I am leaning toward Zephyr engines or another engine shop (can’t remember their name right now). The plane is at Cole Aviation and he will be removing/re-installing the engine and he is happy to send it to the engine shop of my preference. Joey is also providing advice but due to the expense, I want to make sure I am as informed as possible. -plane has all new hoses that are <1 year old -Plane has JPI730 already (will keep for now, new probes within 18 months) -Plan to replace vacuum pump -Plan to go with GAMI injectors (don’t currently run LOP but would like the option) -Exhaust: replace, repair, re-install if it checks out? What else should I be considering? Thanks in advance! Kris

Quote: jetdriven 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-

1) The Bonanza doesn't offer 150lbs more payload with full tanks. More often than not, that 150lbs of payload flies out of the back of the CG envelope in under 2 hours. The final 2.5 hours of fuel can't be flown with 4 seats full...even with youth in the rear. 2) You have to drop the gauntlet and not dilly-dally. I did it for 10 years. If you want to haul the family.....buy a larger plane. F and V series Bonanzas won't offer you more than a Mooney. 3) If you are developing a taste for Bonanzas, buy an A36. You can haul your family and CG issues virtually disappear. Comparing Mooneys and short body Bonanza's won't solve your problem. I have learned all of the above the hard way.

There is still a glut of airplanes from the coatal Carolina floods of Isabelle and later Charlie through Ft Myers. These planes are still being passed around and haven't been salvaged yet. Many have been flipped or dipped. Scarey.

I would love to get a big bowl of popcorn and have at the logs for about an hour.

Quote: richardheitzman he replied to my ebay question. here is his response and yes it is Jerry: Dear richardheitzman1a6k, spent last year cleaning it up. tubing opened and insides treated etc. was done right g anall radios were working with nothing damaged jerry - aap3670

It's gonna go...what will be interesting is what it ends up going for. It's almost like you want to save someone from disaster. Report the sale to Aviation Consumer. It's stories like this that create great reading...this would make a great article. Somebody call Paul B.?

I don't have buyer's remorse and I spent months researching, but while the dual ADAHRS 2000 system is great, it came at a heavy price. I beleive the best bang for the buck is what Todd did or have a Garmin hand held with Nexrad and just buy the EFD Pro 1000. This really is the most bang for the buck. It does more in one fell swoop than any combination of Aspen or other products....for the dollar.

Did you get the Electric AI yet? I still have it...have not had time to mess with it. PM me if you still want it. I'll fill you in on it. It's a good unit. RC Allen 14v backlit.

Quote: aviatoreb Speaking of "Dick" - I read last year I think, that Richard Collins who no longer flies as much IFR as he used to now feels he needs to practice in order to stay current. He states that in order to feel current he must do his 6 approaches, etc at least once a month, and also across several airports to practice the whole system, and enroute phase etc. I think he is quite right that the every 6 months system of the FAA currency is just that, legal mins and not a good idea to get that low. Since I read Collin's advice, I have taken his advice to heart and I try to keep up with one training flight per month in which I tour around with a safety pilot doing 6 approaches, holds, enroute and all to keep extra current. Since I fly very little actual IMC, maybe once every two months at most, then that doesn't figure into my own self assessment as to if I don't need to do the Collin's method.