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Feel free to explain your answer

I am looking at buying a plane with a gns 480. Reading up on its specs, it seems as good f not better than the 430W, especially the victor airway routing. Am I missing something. Garmin will still service the box if it goes kaput. Thanks

Wow thats lame! Had no idea. I used to be based in worcester KORH and thats another massport operated airport. They had no curfew but they were just ultra painful to deal with. Went to fitchburg KFIT. No massport, nice restaurant and decent fuel prices. There is no rental car on site, but enterprise can deliver the car to you.

Whats the difference of removing versus opening them?

Hmm I am out of my depth here Contact foreflight via email. They are very responsive. Are you on ios 6?

http://www.mistral-engines.com/ I was looking at these aviation wankel engines when thinking of building an experimental, the company is pursuing certification with the FAA now.

Yes airworthy and yes had a top at mid life. I'll try and sell as is first.

Thats a pretty hefty crosswind .. Was it the actual crosswind component 90 degrees off the runway heading? Personally I preferred th 152 over the 172. I thought the 152 was much more nimble.

Just thought I'll poll the forum on what they know about how the major engine manufacturers are going to address the issue of switching away from 100LL for the existing fleet... If we are going to switch that is ...

Yes I didnt mean fly an approach using a geo referenced chart .. Lol By inaccurate instruments I was referring to mechanical course deviation indicators on HSIs and indicators versus solid state devices like aspen. I wasnt saying nav indicator better than hsi or something. Thats another argument thats useless. And like I was saying .. You do not know when those indicators are off because the mechanical ones have a much higher fail rate than the solid state ones. Again the argument is between mechanical and solid state, not HSI vs indicator. Yes ultimately I would like to go to an aspen hsi, but for the budget conscious I would still get the baby aspen first and then switch up to the pro. Not sure how much HSIs cost to overhaul if they go bad on your watch, but the overhaul cost will be a significant chunk of the aspen !

Paint is again something I can wait on I guess if it doesn't sell. It's in a condition where a buyer will think I do not need to paint this just now, but I can later if I have the money :-) Wishful thinking :-) but lets see what happens. I have 430 and altitude hold along with kap 100.

Okay I guess I'll try and sell as is first If it doesnt move, I can always overhaul later! But about the zephyr shop, I am basically not hearing anything bad about them and they will be my first choice if and when it comes to an overhaul. Thanks everyone!

The paint is original but in good condition .. (its better than any of the paint jobs t my iport, except the new paint jobs). So I prefer to leave the paint as is, to show I am not hiding something else by painting over it and also to show that it was always hangared and cared for etc

Except that the ADHARS unit has a very high mean time between failure and is much more reliable than the mechanical gyros - thats the principal selling point for me. That and no frequent gyro overhauls .. Also I dont care much about an HSI presentation given todays geo referenced approach charts etc. But I would definitely like to get the pro and the HSI just because it lets me get rid of another mechanical and possibly inaccurate-when-you-need-it instrument - the nav indicators.

Thanks for the responses ... I checked with Penn Yan too .. Unfortunately they are about 4k more for the same type of overhaul. I was gonna check with mattituck too but for some reason their online engine quote tool only shows continental engines.

I agree but I dont want it to take a long time to sell and I dont mind taking a hit. I wasnt expecting to recuperate the cost of a rebuild. David - good to know you are having no problems. Hopefully more people will chime in with hours and their experience with zephyr. What made you select zephyr if you dont mind me asking. I thought of zephyr because i have heard their name on this forum a decent number of times.

How many of you have done a zephyr engine overhaul? What has you experience been with reaching TBO? I am thinking of getting a quality field overhaul from zephyr since I currently have a lycon rebuilt with first run 800 hour cylinders with good comps. I was asking in another thread whether i should overhaul and sell or sell and have the new owner overhaul. I flip flopped a bit and I do want the aircraft to move somewhat fast. So I thought I should start researching overhaul options. Thanks

It would be nice for Mooneys in a regional area to congregate once a month ... (keep em flying). Altho this is not what the OP is suggesting.

I think what you are calling as ansorption of power, wardholbrook is calling drag. Drag 1 for the airstream to actually turn the propeller and drag 2 is the effect of a windmilling prop to act like a flat plate of some size. I think thats what he meant Good point however

Dont forget if budget is tight you can also install an aspen pfd 1000 (non-pro) version. You wont get a HSI as a result. But you will get the ADHARS DG. You also wont get a box that talks to the autopilot ... But you can add the AP box later when budget allows and via a software upgrade your DG becomes a HSI .. Essentially transforming your aspen pfd 1000 to a pro. The cost differential is significant. The non-pro is 6000 without installation. You might pay marginally higher labor fees when you later upgrade to pro, because you are doing something twice instead of everything at once. Just in case anyone is looking to get there gradually instead of paying a lot at once.

Certainly a vey fast aircraft .. but people here mentioned that mechanics are not expeienced at working on that engine and that it has next to no useful load unfortunately. Look at that cowl though ! Anyway for that price I would expect to get TKS with it.

I have never been able to go full steam in my J at 3000 feet just because it gets bumpy and hitting those at 140-150 KIAS is not fun. So I invariably have to slow down. Even in the J it seems better to accept a little headwind in exchange for a smooth ride (turns out faster, since I dont have to slow down for bumps or every time I enter a bumpy cumulus) Your question is an interesting one however. I would probably fly "slow" at 10-12k feet burning 15 gph and getting 185 KTAS - numbers are from rocket - i dont know what a real rocket does. I will hopefully be above the annoying small cumulus and in smooth air. But on the way back with a tailwind I recoup my losses in a big way. So on a round trip, fuel consumption gets reasonably close to a J in such onditions favoring turbo aircraft (disproportionately fast tail winds up high) In a no wind situation, the J will definitely win hands own at efficiency. The rocket will drink more gas but get you there faster.

If its 100k thats not bad considering the TBO is twice that of turbocharged big bore engines and so is the overhaul cost.

Nice! Next time I am going to leave the door of the Mooney open

Except being a first time buyer I deliberately bought a close to TBO engine (1600) in order to be able to overhaul it my way. Except I got the wrong plane. Steve65: Paint is original but looks very good .. The best at my airport except fr new paint jobs. Interior looks new, with the panels white (insted of yellowing), seats and panels are not leather but in top shape ..(like new) .. Previous owner did interior in 2010. I am hoping the looks make it sell at least thats how I fell for it. Also I liked the post 86 models, with all mods built in, epoxy primer instead of zinc chromate (better corrosion resistance apparently) .. Corrosion Xed aircraft etc .. Will see what happens.