I was in the diesel one, it's not the 6 place but the engineering is fascinating. It has negative drag cooling and (yet to be proven) monster range.

so its cooling produces thrust?

Just a heads up..We'll be bringing 2000 Model SN 1045 to market officially next week. I just spent the day Today in SJC doing photos, videos and initial log review. It's a nice airplane with about 5,650TT, 800+ remaining to OH, Full IJSC Garmin install, recent props, D Check by Piaggio Genoa in 2021. Cosmetics were also done in 2021. We will ask $1.795.

1036 is still available and is getting a new interior right now.

Thanks!
Bryon Mobley
Wetzel Aviation, Inc.
www.wetzelaviation.com
(303)468-4800 O
(303)517-4822 M

Byron,
Thanks for the update. What's the landing gear O/H status on 1045?
Regarding 1036, same question: Has the landing gear O/H been done? What's the asking on 1036? Cheers.
Alan

In both cases gear has just expired. With 1045, during the D, the owner mentioned that Piaggio installed an overhauled nose gear assy. This could mean the overhaul could come in at a lower number? Unfortunately, between the insane cost involved and lack of multiple options for overhaul facilities here in the US, it seems like 91 operators are just choosing not to.

Pricing on 1036 is similar at a 1.850 ask.

Well, I still own the MU-2… though I hope that will change soon.

Was thinking the same thing though. Gotta find a good pic. Something other than a panel shot showing 380 kts on 560 pph…

Have a similar situation. Have found that parking a foot or two different laterally relative to the pavement seam can have a surprisingly large effect.


Yes, definitely key to keep right wing high if possible. My hangar floor is ever so slightly right wing high. Which is good until I over compensate.

An almost top, from any fuel port, will get you within the imbalance limit and be within w&b for single pilot.

Example - land w 600lbs and have them blow in 2000lbs when I am not there. No need to worry about shutoffs. Delta between that and a lessor fuel load performance wise is pretty low.

Anyone have a line on the front entry door cable replacement? Murphy strikes again, had a "helpful" "co-pilot" let the handle slip through his hands and dropped the door..
which frayed the wires almost in 1/2... alas... PN is 80-155104-805

If anyone knows a source - PM me or send up a smoke signal please..

Thanks all...

David


Roxie making sure everyone knew it was not her fault...

An almost top, from any fuel port, will get you within the imbalance limit and be within w&b for single pilot.

Example - land w 600lbs and have them blow in 2000lbs when I am not there. No need to worry about shutoffs. Delta between that and a lessor fuel load performance wise is pretty low.

https://www.start-stick.com/product/sta ... leet-15ah/

$5K.

The spec sheet for this thing is weird, lots of numbers that don't make sense and/or are ambiguous in meaning. If the writer of the spec sheet is the engineer who designed it, I'd have some concerns.

What do any of these mean?

Smart Lithium Technology (?)
Load on GPU Connector 70 lbs/foot (a torque?)
Max current (Protection off) 38800 Amps (when would this occur?)
Time before discharge 44 minutes (under what conditions?)
Database Updates Yes (could a GPU prevent this?)
Number of starts per charge 4-Mar (4th of March?)
Capacity (lead acid equivalent) 29.4 Ah (what does this mean?)
Ballistic Nylon Case Yes (ballistic nylon is a woven fabric, not solid plastic, and is actually not bullet proof)

They say they use LFP cells and that you can charge it in flight, but it is still a lithium battery and LFP cells can cause fires. LFP cells are a lot safer than the the typical Li-Ion cells, however.

Start Pac makes essentially the same thing for nearly half the cost.

https://startpac.com/wp-content/uploads ... AC-ONE.pdf

Mike C.

Probably goes without saying, but StartStick is a big battery to fly with. I love the idea of keeping one in the hangar, but it would be a beast of a fire to put out in flight. FAA won't let you on a commercial airplane with a battery of more than 100 watt-hours; I think 160 by special permission. I think StartStick is about 500 watt-hours. If anyone here does fly with one, you should keep it in the cabin, maybe beside or inside one of those lithium battery fire extinguishing bags. You definitely don't want it in the baggage compartment, both because you can't extinguish the fire and lithium ion batteries become unstable at high altitude.

(Deleted. Duplicate post.)

Probably goes without saying, but StartStick is a big battery to fly with. I love the idea of keeping one in the hangar, but it would be a beast of a first to put out in flight. FAA won't let you on a commercial airplane with a battery of more than 100 watt-hours; I think 160 by special permission. I think StartStick is about 500 watt-hours. If anyone here does fly with one, you should keep it in the cabin, maybe beside or inside one of those lithium battery fire extinguishing bags. You definitely don't want it in the baggage compartment, both because you can't extinguish the fire and lithium ion batteries become unstable at high altitude.

We're debating between buying an Avanti with Garmin (G600TXI, etc.) and an Avanti II.

I'm trying to understand the limitations of the autopilot with the Garmin implementation. I gather all indications will be on the panel, rather than on PFD. I suspect that is not the main issue, but rather a reflection of deeper integration issues. Anyone has more info?

Any chance of getting Garmin to support GFC 500/600/700? Also, is RVSM supported?

Currently flying a DA62 with G1000 NXI. Great experience. Trying to staying in the Garmin world, but not sure how much we'll be sacrificing.

Thanks!