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But a mid time o-200 these days with no prop strike is still around 12000 plus a FWF kit at 6500. God forbid it needs an overhaul and we exceed a new ULPower. The engine price is irrelevant to me at this point because everything lands around the same ballpark.

And this may factor into my decision. Roger says the fuselage would be ready soon but the wings and tail will still need to be drilled… I assume, unless there is pre drilled holes that I don’t know about. I would wait and pay more even for a match holed fuselage though.

I do want to build my next airplane but the advertised 500 hours implies there isn’t as much drilling as the old kits. The appeal of the 701 is really the performance over price but the price differential for the 701 vs the 750 comes down to, do I need a bigger trunk? Is that bigger trunk worth...

As the title suggests, I am trying to pick the brain of more recent builders of the 701. I understand there are no final size holes like the other models and everything will require drilling but the 701 really has appeal for my mission... plus the price is right. I want low and slow with awesome...

They said its not all that tight. Here is the going theory right now: Plane sat with some mogas for some time. It varnished up the carb and something is sticking. How do we know this? Because there's some varnish in the fuel tanks.

Yes, the spark plugs were tested under pressure, changed, harness changed, etc. No fix. It was bone dry out and after I checked the carb ice chart I actually became concerned it was the engine.. I still wish it was ice. The shop doesn't feel 100% comfortable taking it apart to clean it either...

Good people, I am hoping I can find some assistance with my probable carb issue. Engine runs like garbage even still after replacing both mags. Short story is I was ferrying the plane and about 5 minutes into the flight the engine started running a little rough. Turned around and had the shop...

Yeah I guess those 8 pixels do look more like a nutplate. I thought they were there but then again, I've never had a Cessna with no harnesses already installed.

Can someone save me a trip to the airport and tell me if Cessna delivered the 150 with the rivnut installed for a harness expansion? Figure 25A (Pg 226) in the 150 '63-'69 parts manual implies this is the case for S/N 15061533 and on but I don't know that to be accurate.

I get that from the perspective of a mechanic but my sole focus in this conversation is taking the things learned in other operations and applying good practices within 91. And as for some airplanes still commanding full price I would absolutely agree with that, but most of the market...

Yeah I just went back through records for all the airplanes I've owned and some belonging to friends and there are zero instances of box 3 being filled out except for an owner produced part which was field approved. The sign off in the log shows everything done IAW Section 19 of the Cessna...

The only issue it creates in the 91 world is it makes you attentive to paperwork. I've overlooked really nice airplanes because someone lost the logbooks 40 years ago. Every owner has the right to throw away their paperwork when they are no longer needed but why would you do that? The difference...

For those interested parties, I am going to delete the entry pictures. Not a huge fan of putting people on blast since they are both still alive.

Yeah it looks like block 3 is blank in fact. I just went back and looked at 337s for a few planes I’ve owned and the only time the FAA notated box 3 was for an owner produced parts scenario requiring a field approval on some fiberglass. Even other damage cases I don’t see anyone stamping box 3.

Should show up large now.

Yeah I saw the proposed AD when AOPA put out a heads up a couple months back. I don't *think* the Tempest TAF-L is included in that AD even though the STC is the same as the F&M ones. Someone correct me if I'm wrong and save me some trouble.

The A&P who did the repair got the RTS signed off by an IA.

Can I get away with 25 hour oil change intervals on just an oil screen or should I install one of those tempest oil filter adapters and still change the oil at 25 hours? I'm curious to hear about some actual field experience going with either. I will probably pick one up regardless, but I am...

So here is my past experience with this "records keeping" issue. My 172 was flipped over when she was a few years old and needed two new wings and vertical rebuild. The only thing indicating damage was an accident record and a vague airframe entry for wings R & R, see 337 for additional details...

See, you're like me and don't want to pay retail price lol