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I wonder how old the windshield is. They get old and brittle after 40 years or so.

I know I'm hijacking the thread a bit, but how is everyone running their engines with this prop. I traded the old prop with the "Avoid cont. ops. between 2100 and 2350 rpm" which was no big deal because I only ever had it in this range during approach and landing . But with the Top Prop I have a "Continuous operation is prohibited above 24" MP between 2350-2550 RPM" restriction. This feels harder to stay out of. In general, I just pull the power below 24" and set the RPM wherever makes sense for my pitch/power combo needed, and above around 5k, it seems the restriction doesn't matter either since the power is below 24". Is this generally how the community views this restriction?

Yep no red head…

Yep, it's a black vulture. Still not a fun experience! Glad no people were injured.

So many people go to the trouble of sourcing and installing headrests that it's strange to hear of people who remove them. They're in my C, no idea if they were factory or a previous owner. Headrests in our planes aren't to protect from rear-end collisions, just to minimize the amount of head motion in the event you run into the ground. Stall spin crashes aren't what they're designed for, or they would be yoke-mounted airbags, but if they plane spins horizontally from clipping a wing on a tree or signpost, they may be helpful. Either way, you pays your money and takes your chances. Fly safe out there!

Thanks Rick, that was very good to see and learn from! Anyone else willing to share?

I have sent you an email.

The stall warning is continuous and the gear warning is intermittent even in the later models that have a tone generator and speaker rather than sonalerts.

In season? Or, is the PIC looking at Fish & Game fines?

Mine has the rear headrests, but someone removed the front ones long ago (seat upholstery covers the mounting holes). Seems to me the chances of a rear-end collision causing whiplash are pretty slim

Neither a turkey nor a buzzard. Looks like a Black Vulture. And a costly repair.

^^^ THIS ^^^

I had a friend in a sister squadron take one of those in the face at 480kts. He was in the back seat of a Strike Eagle. The bird came through the canopy over the pilot and hit the WSO full on in his visor/helmet and chest. He survived, and made it back on flight status about 6 months later as I recall. Your friend's friend was very fortunate!

Happened to a friend of a friend in Graham TX… Went between the Pilot and Co-Pilot. Didn’t hit either of them when it shot through the windshield Damn things are big!

How were yo able to remove them? Did they have retaining washers?

Does anyone know the Rocket riveted turbo v clamp p/n and where to get one? I need one for my 1982 m20k Rocket soon. Thanks

Well bummer. I removed all of the Camlocs on my belly panels and replaced them with Skybolt 2800's last year. Is this a recent quality problem? @laytonl, @PT20J, @Marc_B, when did you buy your Skybolts?

This is very good advice. I took it a step further and modified all of my phase-of-flight checklists to fit on a single page on the G3X. In some cases I combined or abbreviated steps, removed redundant steps, and in some cases I eliminated steps or moved them to another checklist where they fit my flow. IIRC each page can display 13 lines of text. Having said that, when we discuss checklists the question of what is "legal" usually comes up. The POH checklist is required to be available, but most everyone I know uses a personalized checklist of some sort, whether it's a CheckMate card or similar or something they've typed up themselves, either on paper or in an EFB. The electronic checklists Garmin provides in their certified panel mounted systems are reproductions of the manufacturer's POH checklist. And in the G3X pilot guide there is an implied disclaimer about the checklist function, while at the same time telling you where to download the editor: The G3X Touch is capable of displaying checklists (if available from the aircraft manufacturer) which allow a pilot to quickly find the proper procedure on the ground and during each phase of flight. The G3X Touch accesses the checklist file (*.ace) from the root directory (/*.ace) of the SD card. If a checklist file is available on the SD card, the Checklists option is available from the Main Menu. The Checklist Editor may be downloaded from the Updates & Downloads page which can be accessed with the G3X or G3X Touch webpage. All of that to say that I think the best checklist is the one that you will use, and will remind you of all of the "big rocks".

I thought this at first and told Max about it but I was WRONG! The "º" character WILL display properly in an .ace checklist on the G3X. That's ASCII 248, or option-zero key combination on a Mac keyboard.

Have an 84 year old friend with N998SM 98 M20J Allegro MSE s/n 24-3426 that he might sell @KBVI. TT around 1600 with 80smoh- King KFC150 autopilot and Avidyne IFD 540 GPS/N/C. It is extremely nice. Annual due now: sunroof69@yahoo.com.

@Rick Junkin thanks again for helping me figure this all out. He really went above and beyond just to help a rando on the internet figure this out. The EFIS Editor was nice to use but has a couple pretty big flaws. 1. It's missing validations that will prevent the .ace file from loading on the G3x. The G3x will just tell you "no valid checklist found", and not provide any helpful information beyond that. Opening the file in ACE Editor looked fine as well. Rick took the time to click through each and every checklist page to find errors. Again - cannot say enough thanks here. 2. It will let you / help you use fancy ASCII characters. For instance, it's pretty to have "70°" in the checklist file, but the G3x will not properly display the ° so it's a waste. Another word of advice. The POH checklists have a lot of extra text and details in them. I copied most over to the .ace to load into the G3x, but when displayed on the split screen there isn't enough real estate to show. I'm going to drastically cut down on the note/caution text in the future.

My headrests are in a closet in the garage. They just make reaching over into the back seat more difficult in flight. I doubt they add anything to safety.

Here's a flight where I was gathering data at different power settings both ROP and LOP, and did a GAMI sweep in the middle of it all. It shows the variability that occurs across the cylinders as you change combinations of RPM, MAP and FF, and how the EGT and CHT relationships are different ROP and LOP. To your mechanic's point about too much data for a crude machine, yes, there is going to be variability from one flight or power change to the next. The important thing to watch is the trends over time. The Savvy trend reports are perfect for this and well worth the cost of the subscription. https://apps.savvyaviation.com/flights/shared/flight/8944398/75270480-f077-4e40-9c9d-5b70f51d9a31

well looks like you are getting somewhere, do not have data logging on my EDM 700, looking at the intake, check the spouts that run into the oil sump, blue stain shows leak, there is a Lycoming tool to swedge the bead in the short spouts so they seal against the oil sump again, tighten all clamps on rubber connectors of the intake tubes, baffles should press snug against the cowl, replacing dead pieces and sealing all nooks and crannies with RTV can really drop CHT, any light that shines through the baffles indicates lost ram air, keep pushing and your bird will be fine tuned on no time