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If you run your tank dry and the engine stumbles and you switch tanks throttle is open though?

Got it. Makes sense now.

In GP, it is the plate. Just a different design of the same source information. The source is regulatory. The format it is placed in is not. As recently as three months ago, I was looking for a good way to add Jepp charts to GP. Mostly because if the georeferenced SIDs and STARs. No longer needed. The SmartCharts do those just fine. Better IMO.

In Western Canada I’ve used Canadian Propellor out of Winnipeg. I would not say that there was anything amazing about the service, but they did the job I asked of them and I’ve had no complaints.

Hi Don, I have a 78J with the stock visors that attach to the outside of the window frame. I’m interested in getting a set of yours. I’m in Canada, so I understand there would be extra shipping. Let me know! Thanks,

Now that I’ve got an engine monitor (G3X with EIS) I’m starting to experiment with LOP. But I don’t understand how you’re running LOP at 1000’ WOT. If I do that in my 78J with an IO360 I’m still making 27”. At 2500 RPM that’s like 80% power - and my understanding is that it’s not ideal to run LOP when above 75% power. I feel like this might be the missing piece of the puzzle for me, so I’m all ears.

Sure. This is typically a startup phenomenon and it requires two things: 1) a combustible mixture in the intake system and 2) an improper combustion event inside the combustion chamber. #2 occurs when the spark plug successfully ignites a mixture that is so rich or so lean that it burns so slowly that combustion is still occurring in the system when the intake valve opens for the next cycle. The flame front then propagates backwards, passed the intake valve and into the intake. This is how startup engine fires occur in the winter time.

I have only seen afterfire occur from a lean mixture in the case of a closed throttle combined with an intake leak.

Would you mind explaining how this happens? I didn’t realize I didn’t understand backfire correctly.

But when the fuel is reintroduced while the spark is on, does it start to burn immediately and none of it is too lean to burn and therefore fills the exhaust? Again, I have no clue, just thinking this through.

Both of those statements are incorrect. A simple counterexample from a safety system is a sonalert, which exists in many, many certificated aircraft. They are neither TSO nor PMA. Further examples are numerous. There are FAA ACs and legal opinion letters that help clarify guidance in this area, especially for older aircraft with restricted availability to replacement parts. The FAA VARMA program exists essentially to help document the installation of otherwise potentially non-approved parts on certificated aircraft. Owner Produced Parts are also legal if done properly.

Was the Inogen G5 set to flow rate #6 (highest) during all test altitudes?

What is the brand of the medical grade Pulse Ox that you used?

Right, updated.

Today I tested a G5 at 10500 and up compared with my o2d2 and tank. First, I used 3 different brands of pulse ox and alternated between them. One had official approval the others did not. on the ground the medical grade unit showed me at 94%. This was the case on every finger but my thumb. the Amazon units varied widely depending on finger. Index finger was the closest at 97% while ring finger showed 73%. About the same between the two. based on this I did not use the Amazon units for the flying test. at 10500 on the G5 I was 94%. This was solo use. On the o2d2 I was 96% at 12500 on the G5 I was 93%. On the o2d2 I was 96% at 15500 on the G5 I was 91%. On the o2d2 I was 95% at 17500 on the G5 I was 88-89%. On the o2d2 I was 94. it would seem the G5 works as described in the documentation, and does not do exactly ehat the manufacturer says it does not do. personally, I would not feel comfortable single pilot with a G5 as my o2 source above 12k. I would absolutely never use this above 12k with 2 people. personally I would not use a pulse ox not medical grade. The widely available units are wildly inaccurate when not placed perfectly on a perfectly still finger. The more expensive medical grade units appear to have better filtering and reliable measurements. all of this data is recorded and I will compile and graph it later.

What’s your aviation background and the mission for this plane? Are you changing the panel for function or for cosmetics? I see lots of planes where someone dumped tons of money into a panel, or asked the avionics shop to make it “modern” (most avionics shops know little about flying BTW) and ended up spending tons and not really getting much out of it, or spent far more than they had to to get the same end result.

a m20e isn't a cessna 150, it's faster than than the f and fully modded probably faster than the J. lets be honest, things have gotten expensive, i'd say serviceable should probably start around 80-90k, fully loaded like you listed, shoudl probably approach 140 150

It's a 65. 700 hours on the engine and 4,000 on the airframe.

The owner is an A&P IA and did all of the work himself.

Yes, this one is set up with a backup electrical system.

To go on a certified aircraft it’s needs a TSO and PMA. You cannot put “experimental “ parts on a certified aircraft. you can’t install the experimental version of a Garmin 650 and you can’t install an experimental version of lighting.

What is engine time? Is it a '65 or "newer model year"? If low time engine as described I could see cracking 100k, but I just couldn't do it for a short body Mooney.

Still here Have been out of the country for a bit Trying to remember how things went so long ago BUT I have rerigged the stab to verify the full travel degrees and IIRC I reset the trim indictor to the correct position at 2 degree LE down on the stab. BUT I will have to verify that with a trim check maybe next week if I have time ( have house guests next week). Suffice to say mine flies hands off in smooth air for a minute or more without rolling up side down or diving for a smoking hole. 9500' WOT 2500 RPM it does 155 statute TAS Hasn't changed in many years from that.

Yes. Agree. Looking for the "right" buyer and don't need to sell it quickly I guess...BUT I sure would love to know if owners took a bath or if they realized the gains (BESIDES flying behind it for time they owned) when they sell. You never hear about the financial loss of a great panel investment. Likely easily only getting 50 cents on dollar of hardware and install costs.

Bummer. Video looked like prop stopped and was saved.