zaitcev

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About zaitcev

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    Advanced Member

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  • Gender
    Male
  • Location
    KEDC
  • Model
    M20E

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  1. I looked at a dozen of $35k Mooneys, they all had serious red flags, not always disclosed upfront. Even seen one that was flooded in a hurricane, as I found out by looking at Internet search. This is why I ended buying a $48k Mooney. It had some dubious history, being a re-import from Japan, and 2 gear-ups, but at least there wasn't any outright corrosion. I don't know how people manage to score the $35k deals. It was exhausting. Maybe if you were into the aviation for 20 years and a friend of a friend offered a deal to good people, I can see that happening. At my former field, a community member passed west and left a Bo and a 170. His widow was letting go of that 170 for a very good price.
  2. My annual in 2017 was $630 but 2018 was $900 or so. I had spark plugs and intake filter replaced then. However, neither of them included an oil change and I did open/close all the numerous inspection panels myself. My mechanic told me that if an owner wants to drop off the airplane and pick it up completed, his flat fee for a Mooney is is $1,200. Including the oil and all the minor MX, you're not going to be under $1100 per year, it's just a given, sorry. Don't forget the reserve for major maintenance. My hangar mate has a G, one day he left for an annual and came back 3 months later with a whole new engine. They found metal and it turned out rockers were flaking. I think previous shop had all rocker arms installed backwards or something. I paid $48k and he paid $38k for about the same airplane. I was so jealous right until that story.
  3. I absolutely would be flying a Cirrus if I had the money, just because of the chute. Flying alone I would not mind so much, I'd rather have the speed. But I do carry passengers once in a while. I remember going with my wife to Denver once and we were crossing Raton pass. There was no place to land whatsoever. I think I was looking at CHT and oil temps more than I was looking for traffic haha. People keep blaming Cirrus' marketing, but it's the product that matters. Cessna had snazzy marketing for TTx too, you know. It's not like marketing to non-pilots does not matter. It does... Look at Icon A5. That thing was absolutely carried by marketing. But the marketing does not account for the whole picture.
  4. Same here. I was with Avemco for years, and they were competitive, but with this Mooney thing it was a promise to reduce the premium next time, then billing the same beginner premium again. After 2 years in a row and 150 hours, I decided it was enough and started shopping around. Should have done it right from the start.
  5. Sorry to disappoint. I think that only thing that worked for me was flying with pedantic... er... dilligent CFIs. For example, keeping the hand on the switch between the callouts "gear down", "gear is down, green" is something that didn't occur to me. Also, I wasn't focused enough to make myself to make redundant verifications.
  6. Stupid question: where did that ground wire run, to and from? In my case, the return for the sensor was through a common ground strap to the engine block.
  7. It's millivolts for common junctions http://www.ni.com/white-paper/4231/en/
  8. I'm just back from the airport. Mine turned out to be a poor connection at the probe. The terminal was annoying to reach and required a rare 3/16" nut driver. I didn't use any cleaning agents and I didn't have to solder. I updated the wire bundle clamp in hopes to reduce the vibration at the terminal connector. Very happy that I didn't need to source a replacement for Rochester cluster. It's harder to find than your Garwin. I took my Fluke with me, but the cold probe shows 0.000V and I didn't try the hot one, since my repair was successful.
  9. What is a Garwin gauge? Is it anything like this (mine is dead too):
  10. It's a given, like the non-descriptive thread titles.
  11. I'd ask in EAA179 (ABQ) or EAA530 (E98). Both have online presence.
  12. In my case, going longer presents a problem as I cannot stay in the plane for too long: everything hurts, I get restless. I never do legs that are longer than 3 hours. The max-range 8 hours day for me is taking off early, then do 4 2-hour segments. At the end of the last one it's already close to 5 p.m. when FBOs start to shut down. If I get off this rhythm, I end covering less. So, an attempt to skip a fuel stop is going to be self-defeatng. I only do it for trips under 400 nm, where I can basically do it in one go and then keel over for the rest of the day.
  13. Suppose that for some circumstances, I decided to go all out[1]. Is this safe for engine's long-term health? [1] I am looking at a flight that at my normal speed takes 9 hours, which means it needs to be split into 2 days. If I could get just a little bit more speed, I could cover it in a day, at the expense of the greater fuel burn. And yes, the noise requires double-plugging with cotton balls under the headset, that's a given.