N9646L

These are some of the photos I have taken of N9646L over the years. I was surprised to see how few I have taken (since getting the digital camera). I guess when you live with something for so long (since 1990), it becomes so familiar that you do not take lots of photos of it. This makes me a bit sad, as I will soon be selling N9646L in order to pay for our new (to us) Tiger.

All of these photos are with the 150hp engine. You can tell the difference because the nosegear is longer and the propeller is larger than with the original 108hp engine. Well, I guess you could tell the difference if you saw some photos with the old engine and prop :-).

The pictures further down the page are large. Beware if you are loading them across a slow connection. I left them large so prospective buyers can see details if they wish.

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Details about N9646L: 1973 AA-1B, S/N 0146, (as of 3/23/03) TT 3090.7.

Engine:	Lycoming O-320-E2D, about 450SMOH (overhaul to new limits by John Copage at AirTec 3/18/95). The cylinders were reconditioned ECI cylinders treated with Cerminil. The oil consumption is about 1 quart every 25 hours (really!). The oil pump AD was complied with at rebuild time. This overhaul also include new Slick mags and harness, and a rebuilt carbuerator. The engine has an oil cooler and an oil screen (no spin-on filter). This engine has a dynafocal engine mount (i.e., it has less engine vibration). To further reduce vibration, all moving parts were balanced before the engine was assembled.
Prop:	Sensenich 74DM6-0-60 reconditioned 8/9/94, last dynamically balanced 6/7/02. This propeller is a climb prop, because here in New Mexico, I need all the help I can get. The plane would be faster if it was repitched; I cannot run full-throttle in cruise below around 9,000MSL. However, I have had the airplane to 15,500MSL, and it would still climb.
Radio:	King KX155 with indicator and glideslope (I'll have the indicator model here later)
Transponder:	King KT-78 (I think; I'll verify which model King) with a blind encoder
Useful load:	351.26 lbs. This can be raised by 40lbs by a paperwork STC. When I called about it, the copier was down, and I never followed up on it.

Other goodies:

Panel mounted Sigtronics intercom
Whelen strobe instead of flashing beacon on the tail (much more reliable)
Hinged front cowling (easy to open for preflight)
TCM Graphite composite spinner and prop bulkheads (should never crack like the old aluminium one did)
Zeftronics voltage regulator
Yoke grips with push to talk on both pilot and passenger side
Oil analysis every oil change since overhaul (unfortunately, I just noticed that it appears that not all data is still around. I will ask my mechanic if he has it).
Transponder and Altimeter checks last done 3/18/02
B&C lightweight started installed 10/25/98.
E-01 ELT which uses Duracell batteries and has a panel-mounted control.
Treated with Corrosion-X after coming to New Mexico to stop any corrosion which started in its prior home in Oregon.
Goodyear Flight Custom tires, 4/26/96.
Concorde RG battery
EAA autogas STC
Airtex carpets
Kennon Deluxe Canopy cover, lined with satin
Cowl plugs
Maintenance manual and parts catalog
Grey-tinted windshield and canopy
November annual

The airplane has a minor damage history; the right wing had a 2-inch wide and 15 inch long tear in it. As a result, it was repaired by replacing a portion of the skin. This happened long before I got the airplane (2/15/78), so I do not know the full story. I wonder what they hit and how. As you can see, they did a good job repairing the damage.