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I use the ice-box version which is fairly adequate for getting to altitude here (in Houston). The unit weighs 14 pounds + however much ice you load. 10# works for departure but if saving ice for arrival 20# is better. My biggest problem is needing more baggage "volume" which might not be a problem in the long body. Sent from my iPad using Tapatalk

Yep, it's a simple allen/hex plug. Bang it with a hammer, heat it with a torch. Spray some PB Blaster on it. Use a heat gun. Do a jig. Say a prayer. Chant. Cross your fingers. When all hope is lost PM me and I'll send you the tool. You pay shipping. [emoji14] Sent from my iPad using Tapatalk

It's a hex (allen) for sure but don't don't use the "ball-end type". Even then it'll likely round out before coming loose (been there, done that). A typical ez-out won't fit as the recess is too shallow but there is a solution. My 70-something A&P/IA introduced me to these little jewels which extracted the plug easy-peasy (even without a torch). Sorry I don't know exactly which size is the right one but you should be able to take some measurements and determine that. Let me know if you need more info. Sent from my iPad using Tapatalk

I ordered a full complement of new screws from Aircraft Spruce as the originals were a bit worn and yes, a bit too short. I ordered several 5/8", 3/4", 1", and 1 1/4" (6-32 thread) to make it all work. Some 7/8" might be in order too. Here's the product link https://www.aircraftspruce.com/catalog/hapages/brassinstrscrew2.php Be careful with the leads as the connection to the bezel (a small circuit board actually) can break if put in a bind. I broke the one on my ASI as it interfered with the engine-gauge housing behind the panel. NuLites was awesome and sent out an immediate replacement at no charge even though it was my fault. I ended up reversing the lead on that one to make it fit correctly. Hope this helps. Sent from my iPad using Tapatalk

A typical location is in the right (passenger side) forward port of the oil galley. It's a 1/8" NPT plug that is replaced and might be pretty snug (see pic). Mine is now safety-wired to the adjacent cylinder nut for security. Edit: JPI doesn't specify safety-wiring the probe but Jetdriven suggested that it wouldn't hurt and then did the job for me while I was otherwise occupied (thanks). Sent from my iPad using Tapatalk

I wish I'd have thought about this a month ago. We'll be in your neck of the woods this weekend Paul flying into Spicewood to stay at a friend's place. I've studied everything I can about the subject but realize there's still a lot I could learn from spending a weekend in Ada. Do you think it helps that I've flown over KADH 4 times this year?

Very interesting! I just love learning new stuff. Thanks. Sent from my iPad using Tapatalk

I did not realize that an encoding altimeter transmits the altitude based on your Kollsman window setting. That seems like it would give serious grief to ATC; how would they know whether or not to adjust your displayed altitude for local pressure? Sent from my iPad using Tapatalk

No! That would irreparably harm the vibe of this thread.[emoji846] Poor Rick. Sent from my iPad using Tapatalk

As I understand it with an improperly set altimeter you might think you're at the right altitude when you're not (not a great thing) but ATC will still log you at your correct (adjusted) altitude based on your encoder's broadcast (as long as it is calibrated within tolerances). When they have no contact with you to verbally confirm your altitude ATC will tell others you are "altitude unverified" as they don't trust your encoder either. I'm no expert so correct me if I'm wrong. Sent from my iPad using Tapatalk while eating lunch at Taco Cabana

My mistake. I thought you were implying that since I'm broadcasting ADS-B Out that ATC was using my GPS altitude to supplement my encoder data (which I agree is fixed at 29.92" reference). Sent from my iPad using Tapatalk

Regarding #5: Is this true? I honestly don't know. At this time much of ATC doesn't utilize ADS-B fully. And my ADS-B "out" (GTX330-ES) is still squawking what my blind encoder is telling it. #7: Still great advice. Just last Sunday I'm on a 425 nm leg watching converging (but lower) traffic on-screen. When ATC calls them out to me I also get the dreaded words "altitude unconfirmed". I remind my lovely wife that I'm a skeptic and ask if she'd mind putting down the Kindle to help me scan until the traffic passes (which she gladly did). I consider this routine. #8: Yes it's so cool to see all the data. I'm constantly wishing I had internet access so that I could run the n-numbers to identify the type plane. I usually just guess based on their groundspeed displayed. Somebody flying from Palestine, TX to Houston SW in a 252 was pouring the coals to it at 7,500' Sunday. I was running 65% and LOP as he outpaced me by 10-15 kts! I bet my cylinders out-live his.[emoji57] Sent from my iPad using Tapatalk

It's early now and I'll let my iPad's E6B do the math but you're absolutely right about what the transponder broadcasts. The plane's actual altitude in your example above is approximately 3,500 msl (assuming an OAT of 12 C.) which is a sizable (500') difference. And no it doesn't matter as long as you're using the pressure setting given to you by ATC. Now if you take off at 29.92" and fly 400 miles without resetting your altimeter you may indeed be a hazard. This is basic stuff but likely worth repeating here. Sent from my iPad using Tapatalk

As y'all probably realized that's a screenshot of my departure from Oshkosh Wednesday morning following the Mooney Caravan event. I took it to illustrate just how saturated that chunk of airspace is during Airventure. Sent from my iPad using Tapatalk

I must respectfully disagree with those who suggest that TIS-B detracts from flight safety. It takes mere seconds to glance at the screen to identify potential traffic conflicts but then greatly enhances the likelihood that I'll actually see it out the windows. It's all but impossible to see a GA bogey at 5 miles in daylight conditions (at least with my old 20/20 eyes) but at least the screen gives me their position, heading, and speed. Many times when IFR or using Flight Following I'll see the traffic before ATC calls them out to me. In the 2 1/2 years since I became ADS-B out compliant there have been very few instances where I've been surprised by traffic. But I will agree that using a screen to negotiate your way around the pattern is ludicrous. Sent from my iPad using Tapatalk

Very interesting. Thanks for sharing. Sent from my iPhone using Tapatalk

I don't believe adding GAMI injectors will provide any benefit in resolving temperature issues. As others already stated there are many variables affecting cooling problems. GAMIs are primarily useful in "fine tuning" fuel/air mixture distribution for those wishing to employ lean-of-peak operations. I use them, love them, but for their intended purpose. Sent from my iPad using Tapatalk

Just another data point here... Late last year there was a thread "Time to Climb" in which some numbers were posted. My J was admittedly light at ~2,100# but I ran it right up to 18K with no problem. IAS was from 97-102 mias. Here's an excerpt from my results. Alt. Time Leg FPM 10000 10:20 1:18 769 11000 11:52 1:32 652 12000 13:34 1:42 588 13000 15:29 1:55 522 14000 17:27 1:58 509 15000 19:39 2:12 455 16000 22:22 2:43 368 17000 25:23 3:01 332 18000 28:40 3:17 305 Started off at 25 msl and 23C. on the Texas coast. I kept it rich (200 ROP) throughout the climb and could likely have gotten more performance up high by leaning more. Cowl flaps were opened to trail position between 9K and 18K to keep oil temps down. MP at 17.9K was 14.6 on my JPI830. On this particular day my DA at 18K was 19,768' and she was still climbing. Yes, I love my J!

I don't think it's ready for bench testing yet as my take-off performance is fine. I'm not interested in leaning for take-off either. My FF is calibrated extremely accurately so it's truly flowing right at 19 which I believe to be well within an acceptable range. It just bugs me that it's not "perfect". I think I'd feel better if it were 18.1 - 18.5 but is otherwise just me nit-picking. Still I'm curious what others are seeing (and believe). FWIW my servo was OH'd 8 years ago. I'll lean in the climb to maintain T/O EGT on my hottest cylinder which keeps me about 220 ROP. I hadn't heard the "sum of 18" rule but that seems reasonable; thanks for sharing.

For you motorheads... what do you consider to be the best injection system setting for fuel-flow during take-off (sea level) on the IO-360? Busch quotes a close rule-of-thumb setting as 9% of rated HP on a normally aspirated engine which would be 18.0 gph in my J. He states that you should err on the side of too-rich at the risk of losing a bit of power as opposed to being too-lean at the risk of excessive cylinder temps. Mine is flowing at 19.0 - 19.1 and the temps look good but I'm concerned that I may be a bit too rich. I get significantly less RPM drop during the mag-check at run-up if I lean a bit first (which increases my RPMs with a static throttle setting). It's not a big problem but it gives me a warm fuzzy feeling seeing less mag-drop. Still it's a pain in the rear to "lean" during the run-up. Maybe I should just accept the ~125 RPM drop at full rich as perfectly fine. (Note: My primary focus on run-up is seeing the rise and fall of EGTs on the JPI.) Any thoughts?

Sounds like a good use for PBR to me! I sure as heck wouldn't DRINK it.[emoji51] Sent from my iPad using Tapatalk

Glad to hear you caught it before bigger problems emerged!

Following up on the rental question... FWIW: from yesterday's AOPA Aviation eBrief poll... drawing no conclusions...

First of all I'd like to express my condolences to the family, friends, and witnesses of the tragic incident at Sky Manor. And without passing judgement on Peter's musings I thought a couple of observations might be in order. I don't see in the recent Nall Reports any breakdown of accidents that identify what percentage involve "rentals" as opposed to "owned" airplanes. Are we operating on the assumption that rental planes crash more frequently than owned? And if so do we know that "pilot error" is higher in rentals, or could it be that "mechanical failure" is perhaps higher in rentals? I don't know the answer to these questions. Also, the AOPA is making great efforts to grow the pilot population bringing back "rusty" pilots as well as by strongly promoting "flying clubs" and "partnerships". So I believe it would be accurate to include flying-club pilots as "renters" for statistical purposes. Now, if it is demonstrated that this entire class of pilots (non-owners) is over-represented in the number of pilot-error accidents then it may be appropriate to revisit rental policies and guidelines. But so far I haven't seen any such evidence either way. These are just thoughts that come to mind.

Just another data point here: my JPI 830's oil temp probe is installed in the forward right galley port too and tracks very closely to the primary gauge. In the latest Savvy Analysis Report for my J covering 35 flights the average cruise oil temp was right at 200 degrees in this hot south-Texas summer climate with a max of 213 F. Keep us informed how it all works out. There may be something to be learned here for us all. Sent from my iPad using Tapatalk