mooneyflyfast

I believe it may be possible to replace the microswitch in the yoke switch if that’s what the problem is. There was an ancient thread about this and I bought one but my problem turned out to be the raised area on the thumbpiece not making proper contact with the microswitch.

I have GTN and GTX345 (r) and I only get “traffic”. I would like the additional information if my equipment could be configured for it. I have a Garmin 795 bluetooth connected to the 345 for weather and traffic. I have noticed traffic position is somewhat different as depicted on the 795 vs the GTN 625 with the 625 seeming to lag in comparrison to the 795. Don’t know the explanation for this.

I wouldn’t. You don’t want anything that could get sucked into your induction system.

Looks like there are two service kits- 001 and optional 002. Does anyone know what the difference is?

On my Seneca 11 (same engines without Merlin wastgates) when I had an engine not making critical altitude it was usually an exhaust leak. Hook up the blow side of your shop vac to the exhaust and do a soap bubble test on it.

On my J when temps get to ~400 I monitor the digital CHT of the hottest cylinder. I then slowly lean until the temp. starts down. This is a slow prcess so don’t rush it. I’ve never not been able to get the temps. down to an acceptable value. You will lose some speed but hopefully not as much as 1 notch of cowl flaps. I have heard of rigging the cowl flaps to be slightly open in the closed position which should help.

Sorry to hear they are turning out bad work. When was your friend’s work done? Maybe they learned from it and are doing better work now. I hope so because I had my other tank done at Weep No More several years earlier and the logistics of taking a plane fron Texas to Minn. and retrieving it several weeks later were pretty costly and time consuming. Weep No More is definitely the gold standard.

They did one of the tanks on my J a few years ago. I have had 0 problems. Did they try to fix your clients tank under warranty? They gave me a written warranty but I haven’t needed it so far.

My engine ground strap runs from the prop governor (best I can tell without removing the lower cowl) to the firewall. is this typical? I am having some intermittent charging issues and want to be sure the ground is good.

Should be easy to fabricate if you could find a drawing or reverse engineer if you cold look at one installed.

Lasar has (or had) a mod to prevent the cowl moving up. It involves installing a reinforcement on both sides in the lower boot cowl and anchoring the cowl to it using a machine screw. there has been quite a bit of discussion on here about that in the past.

If you are picking the plane up at All American there is an instructor at 1T7 named Brian Lloyd who flies a Rocket—-around the world in fact.

The Mark II was an advanced model. Before that was the VHT 3 Superhomer. You would transmit on the “guard” frequency say for tower or FSS and request a “short count” so you could tune in the freq. they were broadcasting on. The VOR worked sort of if you were close enugh to see the VOR station.

Also, don’t be in a hurry to add oil. The level will keep comming up for several days after you shut it down. Wait a few days and if it is less than 6 qts. add 1 pt.

N138AD Flightaware shows Jan.27 around 10:30 AM SHV airport.

Bonanza. Probably why he was treated so shabily

When I redid my seats I went with Conforfoam on the seat bottoms and leather with FAA approved wool inserts. The wool fabric costs more than leather but it is “breathable” and not as hot or cold as leather. The combination of Conforfoam and wool makes a very comfy seat for long trips.

Shreveport, La. Don’t know if Downtown or Regional or date and time. I’ll try to find out next time I talk to him.

A buddy was doing practice Rnav approaches under VFR to say runway 09. The activerunway was say Rwy 18. He was instructed by the tower on completion of approach to fly runway heading. He flew the runway heading of runway 09. He got scolded and admonished that he was supposed to fly the heading of the active runway, not the runway he was flying the approach to. He was given a telephone number to call for further edification. Is this correct?

I would use Sugarland. Coming from the west as you will be you can avoid the Class B altogether.

I added one to my 81 J this past April. Bought a usd one and had it powder coated. Apparently not too much involved in the installation. According to my mechanic everything is there that it mounts to. I was pleased with the result and can detect no difference in cruise speed.

I had one tank resealed by Weep no more and the other by Houston tank specialists. The cost was about the same and both did good work.

My J is s.n. 1057. It was built in late 1980 and is listed by FAA as a 1980 but it is a 1981 model with all the 81 improvements (sculpted wing tips, etc.)

Lycomings have a better balanced fuel system than Continentals. Most Js will run fine lean of peak with stock injectors so GAMIS are not needed (both engines I have had in mine would) Not familiar with any air filter mods. You may be thinking of the improved air intake system of the Js over Es and Fs. The Js effective air intake makes Ram air ineffective and unnecessariy so It can be removed. Certainly would be way down on the list of things to worry about--just leave it closed. Fuel tank sealing is maintence. If the tank is not leaking dont mess with it It could outlive you without leaking. If your engine is in good shape it will not have excessive blow by and will not need an air oil separator. Someone mentioned gap seals and hinge fairings. These are standard from the factory on Js along with other aerodynamic improvements. My 2 cents: stick to basics dont get sidetracked by the small stuff.

Probably, but like most airplane ownere I know, I still look at the ads. Ovation? Bravo?