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The Foreflight update containing Dynamic Procedures (17.7.4) was posted 2h ago to the iPhone App Store.

They get bids from salvage companies. If it's borderline, I think many adjusters are flexible.

@Vance Harral How do you accurately measure take-off performance? I just don't trust the GPS plots from FF or even FlightAware...especially the altitude which would be used to determine when the plane became airborne. Yeah, I can look out the window and try and estimate position along the runway when I lift off but that doesn't seem too accurate, either. Plus, the wind is tough to judge, as well. I'd really like to verify I'm making full power but with a constant speed prop it is a challenge.

Bump. I thought this this is really hard to get part and would sell fast. Still available.

Sources vary but i believe it’s height is 20,310 making it’s the highest peak in North America. But you are right about the highest rise from base to summit. At over 18,000’ it’s the phighest in the world. Stay away from those low and slow pipers though and get a Mooney, even the J’s service ceiling is much than that 14K! Sent from my iPhone using Tapatalk

Above is more my understanding that the FSDO will always refer to the Portland Autopilot Office. There seems to be more restrictive language about Autopilots and the Boeing 737 Max AP issue exasperated the problem. My friend's Baron getting the Dynon Autopilot waited for 6 months because a hole location was moved on a Servo Bracket. DER signed it off. Apparently the completed paperwork waited on one guys desk for the majority of the 6 months just needing a signature.

I'm thinking I should get up to 9K feet, go full rich, and see what low EGT temps look like when the mixture is extreme rich. Then I'll have the range from a smidge / minuscule difference between a safe max power operating point ROP, and worse case stupid rich which degrades output power?

The main cause of EGT variation across aircraft is placement of the EGT probes, which will vary a little from airplane to airplane in factory installations, and quite a lot in aftermarket installations. As an example, I present my own airplane, in which the EGT probes are installed almost 8" down the exhaust pipes from the cylinder flange. That's considerably lower than most other installations, with commensurate differences in absolute EGT numbers when I compare with others. The best way I know of to ensure your engine is making full power at takeoff is to compare takeoff performance against published performance numbers in the POH (no, the POH numbers are not marketing lies and you don't need a brand new airplane with Chuck Yeager in the left seat to match them). Once you've established that, you know the MP, RPM, and EGT numbers that are normal for your airplane, and can check them on future takeoffs. The catch is that some performance degradations won't show up as MP/RPM/EGT changes. For example, a major nick in the propeller can reduce thrust without changing MP, RPM or EGT. A worn camshaft that allows a smaller volume and mass of air to enter the cylinders for combustion will not produce a perceptible change in MP, and the governor will likely still allow the prop to reach max RPM. It might change observed EGT a little, but my guess is the difference would be so small that most pilots wouldn't notice. But both of those things would result in delayed acceleration and increased ground roll vs. book numbers. This is one reason I try to check takeoff performance against POH numbers every few months or so.

Talk to Duncan. Quite a while back when they first pulled the STC back for Mooneys there were offering to still ship them if you took the option to get it approved yourself. My understanding is that a number of people have done this. I suspect Duncan has some good guidance on how to do this (I'm thinking of going that way myself with the new delays).

FWIW, many highly reputable maintainers do not rotate plugs at all, so consider that as an option as well. Perosnally I think it's easier to track cylinder-specific wear and trends if you don't rotate them. With different magneto technologies on each side I'd think that'd be even more reason to not rotate them.

I had Schroth ASM belts in a couple of track cars over the years. They're a good option when a cage, proper seat, and full harness aren't practical. I don't think there's an equivalent in aviation, which is not surprising since the application is significantly different.

Difference in power between 200 ° and 300° ROP is minuscule.

I ordered the sample from SCS; I wish they had more colors. The quality of the wool vs. other fabric is obvious.

How does "cost to repair, plus salvage value", get written into the insurance contract? Cost to repair is within the control of the owner, the agreed-upon value is within the control of the owner, but salvage value is like lobster. The price of the day. It seems like an invitation to a lawsuit over that value by the aircraft owner in the event of a large claim.

You actually don't need the extra button. A coupled approach with gear up will get the plane on the ground and most likely survivable. All they need to do is pull back the throttle.

Autopilot installations can not be field approved per the FAA job aid: https://drs.faa.gov/browse/excelExternalWindow/5394780C328E120C862581600045B7E7.0001 See the definitions on page 4 and the autopilot reference D.13h on page 13, which notes it as STC. The STC definition does have the caveat of "With the complexity of broad applications concerning major alterations, inspectors occasionally encounter a situation in which the guidance material identifies “STC”, but the applicant feels the change doesn't warrant approval as a major change to the product's type design. See the discussion below for the reclassification process." There is D.13h(1) which makes a simple single axis AP ENG (So possibly just DER approval), but an Aerocruze is not a single axis AP. Getting a specific project reclassified out of STC would require FSDO supporting that, then forwarding it on to the ACO and then ACO approving the reclassification of the process and forwarding it back to the FSDO for evaluation.

1) Even if you have factory installed shoulder harnesses, you may want to take a look and see how old they are. In my 1986 M20K, the tags said they were made in ....... 1986. And you could sea fading from UV on the webbing. REPLACE OLD BELTS. These guys will reweb your seatbelts. And interestingly, they found a couple of missed ADs relating to seatbelts that had never been done. https://aircraftseatbelts.com/ 2) Even without a J bar, I have managed to release my seatbelt doing the trim manually.

Since you asked, why does it need to extend so far down from the headliner? I'm frequently hitting my head on things in the cockpit. Unless there's a functional reason, think I'd like to see it as flush with the headliner as possible while still improving the angle and flow towards the occupants.

Now I'm scratching my head. If there can be significant EGT variations across different airplanes at sea level, how do you know your engine is making full power? Do you base it on RPMs? If you are taking off at redline, you are making full power? I'm thinking full power for one engine set up might not be full power for another engine setup... still scratching.

Welcome to the internet. Just like conversations in person, the conversation wanders. In this case, due thinking about ways to prevent the same thing from happening.

Smart move.

Exactly. You want 3 points or 5 or more. Although Schroth of Germany makes a 4 points that is anti submarine. One of the two shoulder straps gets longer in a crash situation, causing the torso to twist and prevent it from going under the lap belt. I have thing installed in 2 BMWs for autocross/track use. Interestingly, my 2002 M3 came from the factory with the rear mounts for the shoulder straps already installed.

All the California insurers added limits after the Oakland fire.

I agree with #1. I am thinking about going back to fixed on passenger side. The problem with #2 is, if something goes wrong can you really say you will not forget to put it back on or tighten it up? And if it is loose, it is worthless.

I could see where that could be offensive to some. People process these accidents differently. I was saddened with the loss of a young wife and child to the point of giving up flying. The thought of killing a passenger in my airplane is almost enough to induce me to stop flying. There have been too many of these publicized accidents lately. I'll probably cancel the aviation safety forum I follow on Facebook; I've seen enough crumpled airplanes. After considering all of this, I concluded that the best thing we can do, if we plan to continue flying, is to have an all hands on deck safety stand down; or in the case of Mooneyspace, a safety discussion. I say bring it on and bring it on in this thread. The more we can learn from each other and these incidents, the better. If I were to become a statistic, I would hope some pilot far younger than me would learn from my mistakes.