tomn

I’m selling my 66 E Super 21. This is a higher time plane that’s in great shape and flies frequently – always has. I use it primarily for IFR travel – usually longer distances (over 16 hrs the last three days). It is a cross country performer with a Stec 50 AP but is also great for local flights. It has a 201 windshield, cowl enclosure, etc. The engine has been upgraded to an IO 360 A3B6 with separate mags. It was recently reworked with many new or overhauled parts unfortunately but still carries a high log time – call for details. I know this plane inside and out and would be happy to share all the information I have about the plane, its history, how it’s flown, etc. I’m looking to switch to an Ovation. Give me a call if you’d like to discuss. Here are the details and pictures. Tom Nalle 865-599-9755 tnalle@nalleautomation.com Money 66 M20 E Super 21.pdf

I am looking seriously at moving up to an Ovation/Eagle and have been looking in detail at whats available out there. Many of the newer O's have the KFC 225 AP, some have the 150. The Eagles appear to have come with the STEC 30 as standard equipment but from what I've read here and elsewhere, thats not much of an approach AP and would need to be upgraded to get it to fly waas approaches etc. I have read where there have been issues with the 225 with servos etc. I have a STEC 50 now and have had no problems. I'd like some feedback on the 225 vs 150 vs STEC and what I should look for in all this. Anyone have any good advice on the topic? Tom

Can you please give some more detail on the location etc. of this area?

I am putting together a setup for spraying atomized CorrosionX or ACF-50. The systems for sale at Spruce are quite expensive for what they are and I want something I can use any time I pull a panel and feel it would be worth a little shot into the area. I'll post here when done if it works out well (about $25 for everythng). I too pulled my rear seat and looked down into the area. Some dust and such but no corrision. I'm going to spend some time this weekend cleaning the area the best I can and the giving a fresh coating of ACF-50 (my IA prefers this over CorrosionX). I think the area can be inspected from underneath by removing two small inspection panels and using a mirror. I noticed the inside of the inspection panels the other evening when I pulled the inspection panels under the seat but did not look to see how much of the area is visible through them. I'll look closer at this and maybe post some pictures. Tom

I'd be happy to help with pictures etc. I am going to check my rear spar tomorrow after reading about all this. I'll take some pictures and will have them available. I think this could be a very valuable document for many people. It could easily be something that expands over time to become a very detailed and complete documentation of our planes. I think pictures are a must to help folks visualize what things should or should not look like. Does someone want to become the champion of this? (I'll help all I can but am way too busy these days). Tom

Polished!

+1

Is it legal to use any Ultraleather? I don't know what certifications you need to have for it. I've had one person tell me you don't need to use certified materials for a part 91 use airplane. Is this correct? Also, anyone know the best source for Ultraleather? Tom

This got my curiosity up. I have never checked but did so just now. I googled my name with the words "airplane registration" added and it came up on the second listing on the first page. Way too easy...

I've had a customer tell me recently that he checked to see what time I would arrive for a meeting since he knew I was flying my plane. He said he was surprised when it came up blocked. I had not given him my tail number and he has never seen my plane and is not very familiar with general aviation. He had taken the time to surf around and find my information on his own and this guy is a good customer that I think highly of. I am not worried about my competitors or customers but I certainly don't need to make it harder on myself unnecessarily. Just remeber that anyone can get an email alert sent to them automatically any time you file a flight plan without you knowing by simply having an account on Flightaware. Tom

Wow, Chris is a dedicated MS member - 4 AM and still at it!

Bob, My oil temp prob for my new Insight G4 was installed in the oil passage port on the front of the engine behind the prop. The 1/8 NPT plug was removed and the probe installed - has worked fine.

Bob, I have a three blade Hartzel that is balanced to .01 IPS. It's pretty smooth but I still feel vibration in your yoke. Every plane I can remember flying has had some amount of vibration - some more than others. The smoothest was a 172 with a two blade prop - no idea why though. I think you'll need to get to the turbine class to get that silky smooth feeling you mentioned. Tom

+1 WOT/2500 always except when needing to slow for turbulence etc. I pull back on MP but leave it at 2500. My plane flies in the yellow arc at cruise so I have to slow from time to time.

Also, I purchased a SPOT personal locator and signed up for the service. In addition to having emergency satellite locating, it allows you have anyone YOU choose to be able to follow you on a map on a personal web page you set up through the service. Works great.

You can opt out of FAA providing tracking info to Flightaware or anyone else. I did this a while back since I fly for business after realizing my competitors could easily get an email from flightaware anytime I file a flight plan and then track me. This has become a big issue for many businesses. It takes a month or two to go through. Here's how to do it: Tail Number Blocking.pdf

Don, let me know if you find someone with a 3d model but not in a usable format. We have Solidworks at the office and can convert to most format types. I'd love to have a solid model of a Mooney or even a regular 2d drawing if anyone has one. Tom

I just bought a Spot last week and have it sitting on the glare shield panel. I canceled out of Flightaware for business reasons and this gives my wife and a couple others a way to track me when traveling. Its not a PLB like those mentioned above but it does have satellite based emergency locating that seems like a good idea.

I think it is a must to have a good understanding of whats under your cowl and the rest of your airframe. I have had a starter left loose, among other things, by mechanics who certainly did not intend to make the mistake. Regardless of intent or sloopy work, its up to you to be sure the plane is air worthy. Pull the cowl, check things over, do everything you can to be sure its all good. Ask them to show you what they worked on - everything that a wrench touched - then double check it for tightness etc. A good shop will appreciate and respect your dedication to safety. Assist with an annual if you have not done so already. The bottom line is that mechanics, and pilots, are human. You must learn enough about your plane to be able to reasonably determine if it is air worthy if at all possible. I understand that not everyone is mechically inclined, and thats OK. You can still learn about the systems and how to tell if someithing is loose or tight and what it should look like when properly installed, serviced, etc. Expect mistakes and find them before they become a problem if you can. One final thought - I will always fly the pattern for a little while after any work has been done. I'll then bring it back in and check things over again if neccessary depaending on the work that has been done. I may be overly cautious, but I've learned the hard way to be suspicious. Fly safe... Tom

Does anyone have performance / %HP charts for an IO-360 A3B6 that they are confident is correct. After reading the Red Box thread last night I began to wonder if the data I have is actually correct. My E had the A3B6 installed and I have not found updated performance charts specifically for it although I have not looked through older paperwork. Thanks, Tom

Check you sending units from inside the cabin as well. They can leak causing the fuel smell although you would normally smell that when you first get in before flying.

I'm at 7900 or so now. My plane is in the best shape now than it has been during the past 5-6 years. Like others have said, its all about how its taken care of. BTW, I'm still trying to figure out Marauder's avatars...

I bought a complete kit from airforms for my 66E. I've been very happy with it but it took a long time to install since my engine had been swapped to the A3B6. Cost was about $1500 for the parts - the install was more...

I have been toying with the idea of replacing my 66E (Bob's old plane) with a newer model. I've been going back and forth on this for months but have not been able to bring myself to did it at this point. I have put a lot of time and resources into this plane and its hard to beat the efficiency of these models. What is it about these E older birds?

I'll take both as well!