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Showing content with the highest reputation on 10/20/2022 in all areas

  1. "As God as my witness, I thought turkeys could fly" Or....how air drops can go wrong....quickly
    6 points
  2. I am aware of a few people who recently purchased Mooneys. While it is a real achievement to become a CFI, when it comes to transition training in a Mooney, not all CFIs are created equal. Would you take your Rolls Royce to a Ford dealer for service? I certainly don't. I want someone who specializes in Rolls Royces and knows them intimately to work on mine. Is it more costly? You bet it is. Likewise, I know a number of Mooney owners who go to a general A & P for their Annuals. They get them on the cheap. In general, from my experience, you get what you pay for. I go to a Mooney Service Center for my Annuals. Having owned my Mooney for 30 years, it became evident early on that what was caught on my Annuals would not have been caught with your general A & P. So I pay a lot more for my Annuals, but I really feel comfortable flying my airplane the rest of the year knowing it was taken care of by a group of Mooney Specialists. Likewise, Transition Training should be looked upon in the same way. Too often new owners of Mooneys don't know what they don't know. I have to admit that when I got my CFI 28 years ago, while I always planned on specializing in Mooney Instruction, I didn't recognize at the time that teaching in the Mooney was any different than teaching in a Cessna or Piper. From the perspective of time I can say that it is. The real reason for the difference is the landing gear system, whether it be the Johnson Bar or Electric Gear. So, while the Mooney Specific Instructor can easily teach the Cessna or Piper aircraft, the reverse is not done well. The shock discs and wing distance above the ground make all the difference. Without oleo struts for damping, if the slope, airspeed, and descent rate are not "right on", the airplane is likely to bounce, and if bounce training is not included or taught improperly in the transition training, a future prop strike could be the result. Also, "cheating" on normal landings using power to control touchdown is poor technique I've seen far too often. While it's less offensive with the Cessna or Piper, short field landings are not in the cards using that technique in the Mooney. All of this is to say don't be pennywise and pound foolish when checking out in a Mooney for the first time. With proper training the Mooney is as easy to fly as the other types of airplanes. Search out a CFI who makes Mooneys a speciality. It will be well worth the effort.
    5 points
  3. Some posts say you can do this just using the A/C weight on the gear. If not, I found this old SL. Haven't tried it yet but if it works it would be an easy solution. SL20-51.pdf
    3 points
  4. I used the CFII recommended by my insurance company for the Cessna-to-Mooney transition, and a month later went to a MAPA PPP. My theory at the time was, "I've learned to fly the plane, now let's go learn to fly it right." I hit 100 hours total on my way to Hopkinsville, KY, and it was drinking from a firehose. Can't say enough good about that program!
    3 points
  5. The wing leveler keeps you from killing yourself if you get distracted. The altitude hold keeps you from getting busted for a loss of separation if you get distracted.
    3 points
  6. I thought I replied to this but I don’t see it. The filter on my io360 is also horizontal. You can’t fill it to the brim, but it will take way more than you’d think before it starts spilling out sideways. Pour, tilt, pour, tilt. When it starts dribbling out, done. Install. Half pre-filled.
    3 points
  7. Mechanics tested the CHT probe last week & it was in error by 60* to 70*F high at the highest, tested temperature of 360*F. Obvious gaps in the doghouse are being sealed. There were quite a few. I'm ordering an EI CGR-30P & C monitor. Time to bring this Mooney engine gauges into the 21st century.
    3 points
  8. For the KAP 140 when changing from a DG to HSI they have to be reprogrammed via a laptop. The KAP/KFC150 has sealed resistor modules that can not be re-strapped. They are specific for the air-frame installation and the flight computer options (FD or no FD, DG or HSI). If you went from a DG to a HSI the top resistor module would have to be changed. Any time you change the attitude source you have realign the flight computer to the new attitude source. This is even mentioned in the installation manual for the GI275. When you were doing the PFT test in flight did you get the proper sequencing of lights (4 flashes of trim, 12-13 flashes of AP)? If you did not get the sequence listed below there is something missing that the computer wants during PFT. Things that could cause a disconnect in flight are listed below. Faulty disconnect switch Faulty return springs in the MET switch assembly not returning the switches to center. Faulty gyro valid relay in the GI275 Activation of MET (manual electric trim) switch with the AP on Failure of the power supply monitor circuit in the KC191 Loss of compass valid from the GI275
    3 points
  9. Second failed shear coupling on Ovation2 GX 29-0363. First failure was at 950 TTIS, latest at 1450 TTIS. No charging of BATs when on EMERG BUS at 2000+ RPM: Confirmed with no visible rotation of SBY ALT when manually turning propeller (IO-550-G(7)B with B&C Specialty Products standby alternator): This is what a failed shear coupling looks like: And the new (style of) coupling which seems beefier than the old one: Correct operation (+ve AMPS/charge) on EMERG BUS:
    2 points
  10. Turns out the clamp I found was not 100% compatible. The correct part number is 653337 and when I searched it on controller I found it at RAM Aircraft. They have a FAA PMA and their part is 2157-344 for $250 and they have plenty in stock.
    2 points
  11. The media holds some oil, but not nearly enough to fill the filter volume, as evidenced by how much comes out when you remove one. Lycoming and Continental engines both send oil through the filter before it gets to the galleries and bearings. Typical Lycoming (pressure screen = filter): Example Continental (from TCM "Tips on Engine Care"):
    2 points
  12. The Instructions for Continued Airworthiness for the Speed Brakes says that the cartridge should be taken out each year and that the worm gear mechanism should be lubricated with Aeroshell 22 (do not use spray lubricant, as this removes the Aeroshell 22). By doing this you can keep them going many years without the need for overhaul. Especially if you have TKS this should be done regularly as the TKS fluid breaks down the Aeroshell 22 and leaves it without lubrication.
    2 points
  13. Shear couplings never fail, they just do their job.
    2 points
  14. I had two INOP fuel gauges and decided that instead of spending money to troubleshoot and then repair 60 year old senders and gauges it made more sense to upgrade to CIES senders and an aerospace logic digital fuel gauge. 2k in parts and now I have much more accurate fuel gauges. If it's a simple fix like cleaning up a ground then that's an obvious choice but otherwise I'd say it's worth a little extra money to modernize.
    2 points
  15. @MikeOH there is a button on the bottom of the can that punctures a membrane inside the can when you push it in. Then you can shake to mix the components.
    2 points
  16. Thanks all for the thoughtful responses. Having read through these a couple of times, it seems that my desired objective can be accomplished but would be less than ideal and not elegant. I failed to mention that both headsets are running off ships power with the Bose pin connectors. We do have jacks side by side with the pin connectors but also like the "no battery required". The X is outdated but still a nice headset and worth more than the $250 credit Bose offers against a $1200 pair of A20's. Ideally, a wireless cockpit would be the gold standard and we are getting there slowly. I think I will wait for the next iteration of wireless technology implementation and see what might fall out in a new generation of over or in-ear communication devices. Thanks again for a great discussion!
    2 points
  17. You would think with all the people in here that freak out over half degree egt changes, there would be more passion about gaining oil pressure one second sooner! As mentioned above, the most abusive operation of the engine. Startup
    2 points
  18. Our current iteration of Auto-Lean has been STCd for about 8 years. It is approved for dozens of GA aircraft. We currently have a cert plan with the FAA to expand it to quadrant equipped aircraft and provide other enhancements. This has been a slow process in the post COVID FAA, I can’t explain why. That said, the current iteration provides multiple features, including LOP, ROP and HOLD. It is based on a single EGT probe input. I have used iterations of it for over 10 years and now use it routinely in conjunction with the SureFly ignition system. I find it to provide workload reduction and fewer distractions. Our original roadmap was to expand to multi cylinder EGT and then RPM and MAP. The individual parts have been prototyped. We have also explored O2 sensing as well as knock detection. However, the intent was to fund the development and certification using sales of the basic Auto-Lean system. Unfortunately, sales have not been robust, and an advanced model would simply add cost without any indication of a larger market. As a parting story, when I was certifying Auto-Lean I met a gentleman who had developed a GA FADEC and eventually sold the company to one of the big OEMs after his own sales were not good. He warned me that he found the FADEC market rather soft. I suggested my system would be a fraction of the cost….but he was still sceptical about the market. If I recall correctly, that product is no longer offered to the aftermarket and his premonition was correct. It would be interesting to understand what people define as FADEC and how much they would be willing to pay for the product and installation? What features are desired and what are those features worth?
    2 points
  19. The Aspen Connected Panel was considered by a few people around 10-12 years ago and I haven't heard anyone even mention it since about 2016. I had it in an Ovation that I had but I found it pretty much useless. Aspen doesn't even list it on the price list any longer (https://aspenavionics.com/pricing/) The FS510 (GNS) or FS210 (GTN) would be a better solution for a Garmin panel. The Avidyne IFDs already have wi-fi and bluetooth built in so it might be compelling to see what the difference would be for a slide-in replacement of your GNS to an IFD. All of that to say that the Connected Panel by Aspen isn't even on the radar anymore for anyone's buying choices.
    2 points
  20. Does your A&P have any ideas? I would remove both wires from the sender Clean the connection areas on the sender with a small fine wire brush Replace both wire end connectors with new AMP connectors and reattach But that is only one area where the problem might be. If that doesn't fix the issue you still have the sender itself or the wires at the other end of the system. It also does not eliminate the gauge itself. Its a simple system but takes time to track down an intermittent problem. Check all the wire connections first (including any splices in the wires between the gauge and the sender). If the wires check out then my guess would be the sender in the wing. The sender has a wiper on a resistive coil that varies resistance with fuel level. Sometimes the wiper fails to make contact with the coil and failure is the result. You can put a 15 ohm high quality resistor across the leads at the sender and the gauge should show 1/2 tank full If it shows 1/2 tank with the resistor in place, solder the resistor to the wire ends and fly it with the resistor in place to see if the 1/2 tank reading changes. If it doesn't change then the problem is in the sender If it changes like before you have issues with the wiring or the gauge. Could be a few hours of your A&Ps time and a few flights to track it down one item at a time.
    2 points
  21. +1 for a spreadsheet. I created a Google Sheet so I can access it from anywhere. One page is tracking things, Required MX (AD compliance, annual, aircraft registration, pitot static checks, oil changes etc.) and Optional/Accessory MX (SBs, gear discs, etc.). I set up a bunch of formulas so I can choose whether they track by time based (tracked in months) or hour based (tracked in hours per tach time). You put in the last date and tach time the item was done and the formulas do the rest to tell you when it's next due, colour coded by if compliant, coming up within 1 month or 10hrs or out of compliance. Then I have subsheets in that file for squawks, MX record, also one for Aircraft Equipment where anytime I replace something or dig into the logs to find a part number, I put it on the sheet along with the last time it was replaced and any notes on the frequency of replacement. Example: The beacon on my bird has been replaced on average every 5yrs per the logs. The one on there now is 6yrs old. Once I realized that, I immediately bought a new beacon, knowing it could go out any minute. Another example, I had to hunt everywhere to try and find the P/Ns for the o-ring gaskets for the fuel selector. Finally found them, so made a note of them in the sheet.
    2 points
  22. My thoughts are to slow to ~80mph (C model), open the door and let it roll off the back of the wing. Any other ideas? Thanks!
    1 point
  23. Sorry, In my respectful opinion that couldn't be further from the truth. The first question you should ask a transitioning instructor is "How much Mooney time do you have, to be followed with how much instructional Mooney time do you have?" Of course asked tactfully. That separates the wheat from the chaff.
    1 point
  24. Ok thanks - I stand corrected. I am much more familiar with the Lycoming versions and am getting gradually more familiar with the Continental differences, now that it's getting close to a year since I sold the Bravo and got the Acclaim. On every oil change I need to take a look at those clamps on each of the two turbos since I now have two exhaust pipes that can kill me. . lol. (Actually I like having the exhaust only from 3 cylinders coming out each tail pipe rather than 6 cylinders coming out one tail pipe. Seems like a better design.) The link that @Fly Boomer provided was interesting about the cracks around the spotwelds. I always thought it was the weld that gave way - turns out the weld is strong, but it's the metal around it that is damaged by the weld and then over time gives way. I will expand my look beyond the weld to look for cracks.
    1 point
  25. You need to connect 1 of the RS232 out channels on the 530w with 1 of the RS232 in channels of the 330es. 330es has a pin for ground on the 530w you connect ground to the backplate. Wire looks similar to the attached picture. If needed I can provide wire and diagram.
    1 point
  26. I bought the plane in annual with a PPI with no squawks however upon the first ferry attempt the pilot identified an oil leak from a high rpm run. The seller of the plane is the owner of the only on field shop declined to work on it post sale despite multiple pleas for help. I found a local A&P who also identified fluctuations in fuel pressure so we sent the fuel system off for overhaul and reinstall but that took 4 months, the actual overhaul was one week. During that time the plane fell out of annual. The A&P reported the plane ran well once the fuel system was reinstalled but he couldn’t find the source of the oil leak and recommended I rebuild the engine, a recommendation I couldn’t support given the current information. I found another A&P wiling to help look for the leak but he flaked out 3 times. I reached out to a Savvy recommended shop in Greenville who sent an A&P out and found a loose oil line to the turbo but the plane wouldn’t start due to a weak battery to verify he fixed the leak. The battery is 17 months old and likely weak due to all the troubleshoot and repair work. He came out again and tried to start the plane with the external power connection and suggested the solenoid for the external port might be bad. The shop then said they were to busy to keep sending people out. I have found another A&P through beechtalk last week wiling to drive to the airport, jump the plane off the battery, inspect for leaks and hopefully sign it off for ferry. Waiting for him to take a look at it this weekend. I know changing a battery and doing ground runs are allowed by owners but I am multiple states away from the plane. My goal is to ensure the plane is safe to ferry it to a nearby airport with a shop willing to work on it. So far this has been a nightmare experience as a new owner. I knew the plane would require work and I am willing to give it what it needs but I never dreamed I would be stuck for 5 months and pleading with people to work on it. I get it, if I owned a shop and had a long wait list of steady customers I wouldn’t want to spend time at a remote field working on the ramp. I”m just getting frustrated and a little desperate.
    1 point
  27. Those recommendations are Instructions for Continued Airworthiness (ICA). So the answer is if you need to comply with ICA instructions in your country. In the US for part 91 flight the answer would be not mandatory but recommended. But for commercial flight it would be mandatory.
    1 point
  28. My insurance requirement was 5 hours in 2019. I had no complex and no retract with 80 TT. 3 years, ~400 hours, and a handful of different types later ive noticed the following.... More hours does not equal experience, you can be just as shit at 500 hours as 1000 hours or 10000 hours. This goes for Pilots and CFIs. There are pilots that have many more hours then me that I will never get in another airplane with them as PIC. I dont care about a big or small number in your log book. I judge you purely based off of your flying ability, knowledge, and if a CFI how well you can explain concepts and get me to do the thing you want me to do. If you were taught correctly and fly all airplanes by the numbers a Mooney is not any different then any other airplane. If you were taught poorly you already fly poorly, a Mooney is going to amplifying your poor flying skills. Many people do not respect the hardware they are flying. My transition to my J from a 172 was not that difficult or challenging. My 172 CFI would be on me if I was off airspeed by a needle width. Moving to my J we didnt need to correct airspeed issues, we only needed to correct understanding the need to plan further in advance. Thats a far easier task then reteaching someone how they fly. Now would going from a 172 to an Encore be far more difficult? Im sure, but in this case the J is not THAT different from your other airplanes. They are all certified under the same standards. I've seen this personally with racing/trackdays, many people show up to their first track day with a 1000cc 200+mph missile. Some realize pretty fast that its too much and they go down to a 600 or 300cc. Those people are self aware and are able to recognize in order for them to get better they need to slow down and focus on technique. These people are the ones that almost always excel and their skill improves exponentially. The folks that stick with the 1000 generally fail, they crash, dont respect the serious speed that these bikes can carry, and either quit, or cause chaos in the slowest groups while never improving. The folks that really learn how to properly ride a smaller HP bike excel massively when they finally do jump to the big HP bikes. On top of that some of the fastest and most talented guys I have had the privilege of riding with that had thousands of hours and thousands of laps turned (Some Pro level riders you can see on TV) are absolutely shit teachers. They cannot convey what they are doing, why it matters, and what results they expect out of it. CFIs have the same problem, you can have 300 hours or 10000 hours and not be able to truly explain how things work and why. My point here is not only learning properly from the beginning, but also having the correct personal attitude to self critique and take advice without getting offended. Numbers dont matter, the way you were taught and continue to learn or the way you teach is far more important and some people just straight should not be teaching anything. "Practice does not make perfect. Only perfect practice makes perfect."
    1 point
  29. If there was some moonlight, it wouldn't have been bad. It was wicked dark last night though, I couldn't see anything other than the marker lights. I do already have an LED landing light and it's super bright...when I have power.
    1 point
  30. @N81FM I'd recommend you contact Precise Flight directly. They were super responsive and helpful when I had questions and needed AFMS material for my Mooney. https://preciseflight.com/contact/ They also have documents available for download when you go to Support > documents.
    1 point
  31. beat me by 4 minutes...
    1 point
  32. Something to add: Last year a purchased my Mooney and now have about 120 hours PIC time in it and couldn't be more happy with my purchase. I hired a Mooney CFI who actually owns a Mooney to do my transition training. The training I retrieved was usefully and mandatory in my opinion regards what insurance allows. The only down side to my training was I couldn't have had two better days for flying conditions, I mean it was perfect. Cool, Calm, Clear, etc... I don't think there's been a day like it since, really, a simulator couldn't have produced better conditions. Two days and about 7 different airports, countless landings and I was signed off to kill. Drop my CFI off at his home airport in North FL and few South to KHWO, smooth landing and couldn't wipe the smile off my face. Little did I know at the time, I had no clue how to land my plane. The next week was an eye opener. One crappy landing after another, bouncing, floating, skidding and my confidence was draining fast as the fuel I was burning. So, what did I do... I scrambled called everyone I knew that owned a Mooney (only 1 at the time) , YouTube, YouTube, MS, more YouTube, then back to MS. Purchased some landing videos and instruction off MS member. Nothing was really helping the landings. Finally my friend that owns a Mooney "C" was able to go up with me for practice. His method of landing was like no other and don't quote me but it was something like: 1.5 miles out, 1000 AGL, power to ideal, pitch for airspeed and glide it in with no power and damn if that didn't work. I diffidently got ride of any bounce coming in with hardly any energy and the floating went away. We did a dozen of these fine tuning the distance and altitude that was good for cutting the power. So, next day I went out to practice and found that I was lighter and had a stronger head wind so I needed to add power to make it to the runway, which flattened my approach, then power for altitude, pitch for airspeed and back to floating, etc... I always felt safe but man it was ugly! Following week, my CFI friend was able to come fly with me and he's young but experienced and we've done some great scenario training in his Archer "great pilot". So, I tell him what I have been struggling with and show him how my original CFI show me how to land and how are friend with the "C" showed me how to land. We actually preformed both types of landings to be clear. I forgot to mention my CFI for transition training, his method was what I would call a "drag it in" method if you know what I'm talking about. We chatted a bit and came up with a brilliant idea of just reading the POH and flying over the threshold at the recommend speed "71 kts" with power, without power, it didn't matter just we agree it needed to be 71 knots over the threshold power to ideal and then never look back at the speed, just fly the plane. What happened was BUTTER, BUTTER, BUTTER AND MAYBE WHIPPED BUTTER sometimes and that's how I land my plane today. If I have a strong head wind, then I need more power if I approach low or I need to approach higher and pitch down but regards if I'm a 71kts of the threshold its a good landing and most importantly safe. Over the threshold and entering ground effect to be clear. Feel free to criticize my approach or share your opinion, I've got thick skin. I know there's pilots out there that land with a completely different syle and are just fine. I would love to learn another technique that I see a lot on YouTube, is what I call the "stall horn landing". For some reason people don't land unless the stall horn is going off blaring. The only time I hear the stall horn is if I come in with to much energy and float which leads to flaring to much, my mistake but people do it and butter there landings. How about the "ride the trim" landing not sure but i think this is an Ovation thing. After I set my trim to my approach speed and angle I forget I have trim. I need to get up in an Ovation. Ok, that's enough rambling for one day. Never stop learning... @donkaye
    1 point
  33. Check all of the info on these - that's the reason it was in the pile of scrap metal parts - you did not find anything worth having on your airplane in that pile. You only want the riveted type. The spot weld version is the one that caused some fires in early M20M's and led to occupants in the cabin dying. This also happened on Piper Mirages and Turbo Saratogas. Having owned six Turbo Mooneys and one Mirage over the years I am very well aware of this issue. Those deaths led to service bulletins about using it for just 2 re-torques. Then since the new design came out (Riveted vs. spot weld) it was mandated that those clamps be changed over to the new design. No one puts a spot-welded clamp on anymore - that's why it was in the scrap metal pile and should have been disposed of so that someone didn't see it as new and use it. (If it seems to good to be true, it probably is.) I know you're anxious to get your airplane in the air, it's been a long year+, but if there's one thing that will kill you on a turbo-charged airplane it's 1650 degree exhaust gases cutting through your firewall like a blow torch when the defective V-clamp fails. Get the correct clamp and get it safety-wired correctly on there. In the abundance of caution even the riveted ones are still limited to two re-torques. If your IA is not aware of this and thinks it's safe for 500 hours - he is not up to speed on this issue.
    1 point
  34. Interestingly, the Precise Flight Speedbrake 2000 Installation Manual https://drive.google.com/drive/mobile/folders/1zNzigTBKlcwuP15YLIlblPUmIxntvRkR/1YL2qbshoCTjBBmTnsjagvjaTAO0rsEvb/1UT6ozCB-VW5IsapNzysKtLfz3c5rmLNV?usp=sharing&sort=13&direction=a has a Section 4 titled “Instructions for Continued Airworthiness “ on page 23 and 24 (specifically items 4.6 and 4.7): Here’s page 25 with the maintenance schedule:
    1 point
  35. Let’s invite @WaynePierce and @VA FLYER to see Jake’s response above… Best regards, -a-
    1 point
  36. +1 for this idea… 1) Fight the good fight trying to get the old system to work… all the old bits can be OH’d or replaced… 2) Stop before you spend too much just troubleshooting… 3) Improve the whole system to better than new accuracy using Utah’s post above/below… -a-
    1 point
  37. I would call @Jake@BevanAviation or @Bob Weber way before I took it to Autopilots Central. I have heard horror stories of $5000 repairs in Oklahoma and it still not being right. These guys both really know their stuff.
    1 point
  38. Wow, I guess epistemology justifies my belief that this thread wins "Thread drift of all time"
    1 point
  39. I think today automatic engine control should be inseparable from auto-throttle coupled to a flight director or FMS. Could that work without direct support from panel manufacturers? Say, inferring what the A/P is trying to do by listening to CAN messages? As for value: For folks valuing workload reduction (like in single pilot IFR), the messaging is on safety. For clubs/flight schools worried about proper engine management, the messaging is cost reduction. For non-pilot spouses, we'd need big G to turn on that autoland feature - now the spouse knows they can get down in emergencies.
    1 point
  40. I don't have your setup, so I can only speak to my single Pro MAX PFD, which is connected to my GTN with a FS510. It should be similar to the FS210 going to your GNS. I can upload Flight Plans and changes to/from the GTN and ForeFlight with a couple of button pushes, very simple. The course then appears on my Aspen behind the HSI, so I have to believe it will show up on any screen you have your two displays set to. I typically fly with the standard AI & HSI displayed since I have lots of other maps. But I clearly see the route and it auto-zooms as necessary on the Aspen. I see on the Aspen site your GNS is compatible with the Connected Panel. So baring someone that uses it and has had issues, I'd say cost is probably the main issue. I guess that and forward compatibility for if/when you do upgrade your GNS.
    1 point
  41. I have a power point I made years ago illustrating and explaining how to check preloads. I don't have anywhere to host it. DM me your email if you want it.
    1 point
  42. Try C Clamps instead. They are more secure (can't be accidentally knocked off), and are cheap at places like Harbor Freight).
    1 point
  43. You bought the airplane from the shop, but they will not work on it to make it ferriable? REALLY?? What shop is this? I want to make sure I avoid them.
    1 point
  44. Thanks, I'm better tracking this now. I understand it is an issue and I'd like to have some documentation that shows how to manage it. Now I see I responded to this a while ago and it bubbled up again the other day, I'm dedicated to creating a repository of knowledge that documents how to manage this.
    1 point
  45. Well, damn! With a sales pitch like that I'm sold
    1 point
  46. Canadian exchange officer to 1st Armd Div Sig Regt (1 ADSR), Verden an der Aller- ‘83 to ‘85. First heard the term when one of my young Sgts gave his report following a last lite perimeter patrol on the Deister where we had established our Comcen. He was a Scouse and was referring to a person they had engaged halfway through the patrol and was using unflattering language to describe the hapless TA soldier who had been sent to test us. Apparently, “bimbling” is not a desirable skill in soldiers. When I asked him what “bimbling” meant, that is how he defined it for me. Still chuckle when I remember that exchange in our little CP close to a midnight in September ‘84.
    1 point
  47. Front row seats for Honor Flight thru BWI last month
    1 point
  48. Not that I can think of, unless they have leaks above that level.
    1 point
  49. I cannot speak to the EI instrument, but I chose the JPI 900 as a primary replacement simply for the “single page” well laid out display. It does take up slightly more panel space, but very little. Also, if you’re adding the fuel level indication as a primary function, you might want to confirm the condition of your sending units or at least know they may need changing out—to the newer CeIS units or similar. Even though I’m sure both units are solid, I chose the JPI and it does a great job.
    1 point
  50. Not getting a iran (better yet an overhaul) for a 30 year old engine that’s been left to sit after a prop strike is a very poor decision. Fix it right and stop worrying about upgrades right now. He basically gave you the airplane, now give it some proper love and make it great again! Dont worry about the instrument rating. Get some proper training on how to fly the aircraft. The last thing we need is another cheaply purchased aircraft getting a(nother) prop strike right off the bat. Good luck, it looks like you found a good deal.
    1 point
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