cnoe

I'm with Clarence and Jim. Such switch failures are often "intermittent" making them tough to diagnose. Sent from my iPad using Tapatalk

My 500 "inspection" was a complete IRAN which included new bearings, points, carbon brushes, etc. But then I'm flying behind a Bendix dual-mag and cut NO CORNERS when it comes to magneto maintenance. I recall spending a little under $800 for the (near-overhaul) service in 2015. Sent from my iPad using Tapatalk

I've followed this discussion from the sidelines so far and have no comment on the content. There appear to be some valid points on both sides. But I do have to say that the "presentation" leaves much room for improvement. I camped next to 201er at Oshkosh this year and he was a nice-enough guy. But when I read his statements below my respect for his opinions dropped a notch. There are a LOT of intelligent, experienced, accomplished individuals on this forum and the condescension in these statements sure leaves a bad taste in my mouth. "Flying airspeed in the traffic pattern is stupid" "you are going about an old fashioned, illogical, complex mind dance" "I think pilots flying by airspeed are oblivious" "It is the people who fly by airspeed that are in trouble. They are unaware of their margins" "(you) haven't flown in some of the airports I have flown" "flying by airspeed is an accident waiting to happen" "you can pussyfoot your way around the pattern" "your piloting skills prohibit you from flying into" I'm gonna just chalk it up to youthful indiscretion and hope that his confidence never exceeds his capabilities. And maybe I'll buy him a beer next time as well.

Just send us all your pennies so we can rebuild. [emoji857] Sent from my iPad using Tapatalk Finally this thread gets back on track! But now I can't recall what OSH ATC has to do with pennies. Sent from my iPad using Tapatalk

Everybody be sure to email team@foreflight.com and tell them your thoughts and issues. Well maybe not ALL your issues.[emoji846] I've already contacted them twice since the new release. I agree that the airspace limitations could be on the new maps in their traditional form without being too cluttered. They track user requests and make changes based on input. Sent from my iPad using Tapatalk

Look at the bright side; think of all the great practice you're getting drilling out rivets.[emoji846] Sent from my iPad using Tapatalk

I have leather seats... ... underneath my sheepskin covers. Sent from my iPad using Tapatalk

That's how come we is so smart. Sent from my iPad using Tapatalk

LTD (living the dream) is different things for different folks. Mine is buying an RV for me and the misses to fly back to Tennessee to visit the family.

We've been asking for charts that show upright text on the map when in "track forward" mode. Foreflight comes through. There will be some glitches and learning pains but they will likely improve on this moving forward. Good job guys!

I find this to be a very interesting thread; please keep us informed as to your determinations. Let me start by stating that there are individuals on this forum who are demonstrably more qualified than me to make judgments and recommendations about such issues. My comments are more like rambling thoughts but... I have to wonder. Do these qualify as "visible metal particles" or not? When you polarize them with a strong magnet then absolutely they do. When the magnet is gone then they appear to be nothing more than a "smudge". Has anybody ever cut open a brand new filter and looked at the color of the pleated filter material? When I cut my used ones open the material is not white. What makes oil appear darker; is it only carbon and such or is it also darkened by ferrous material? Your filter appears to be doing its job! I also wonder if the cam/lifters show signs of spalling or pitting. I'd really like to know. But the material on your fingers looks more like the residue on my rag following a good spinner polishing. Maybe your cam/lifters simply look shiny and clean (I hope so for you). I really don't want to go through this process with my own oil filter 'cause if I saw what's stuck to your magnet I'd be worried. But then again if it's a real problem developing, and you caught it really early in the process, you might be saving yourself some money. Thanks for your posts!

Being local definitely saves you some shipping costs. Sent from my iPad using Tapatalk

Is the prop dinged up or is it a simple paint and reseal? And I assume they're doing a static balance only. It's a few hundred more than I paid 3 years ago but doesn't sound unreasonable. Find out if they're replacing the "blade actuating links". For the $85-$100 in parts you might as well replace those phenolic parts while they're in there. I know nothing about that particular shop.

Hey Steve, any idea what (color) material these covers will be? Mine have no issues other than some discoloration and wear to the lettering. I recently replaced all of my interior placards and labeled all the switches in the process. They would look better on black switch covers but it's not a big deal.

Pulling a couple jugs to inspect the cam/lifters is a great idea, but don't expect the seller to agree to it. I tried negotiating that when I purchased my J and the owner would not consider it. Mike Busch suggested an escrow account for a specified time to address possible cam/lifter issues but the seller wouldn't go for that either. I ended up making an offer (below asking price by a fair amount) and following a typical pre-buy we completed the deal. I've got 400 hours (post purchase) on it now with excellent oil-analysis results but of course that could all go to hell tomorrow. I sure hope not. Good luck! P.S. When did Lycoming start selling roller-tappet IO360s?

I'm curious if you use a Tempest or Champion filter. If Tempest do you check the filter-magnet for similar contaminants? Are there any? I don't think there's anything too concerning about what you're seeing. These engines are going to exhibit "wear" over time and I'd much rather see "magnetized dust" than "bits and pieces". It's just a guess but if you took all that material away from the magnet I bet it would take up 1/4 the volume. Jetdriven is the one who is a proponent of this inspection method. He is absolutely right that it will show you precisely what's in the filter. I'd worry too much if I saw that so I'll stick to looking for contaminants that are visible to the naked eye (and a magnet sweep in the filter pleats). That and regular oil analysis.

You're right, I wasn't in the typical ~8° landing attitude. I'd say I "flew" it on making it a point to keep the nosewheel off the ground; in fact I'm pretty sure the nosewheel never touched until I was firmly down and slowing. It felt more like the ~3° attitude one might hold in "approach level" configuration. With full-flaps that attitude will keep you nicely flying at ~75 mph. Live and learn. Thanks!

Don, would it be correct to assume that the skipping-like-a-stone landing that I did on Wednesday is 95% attributable to excess airspeed? I had flared at the approach end then kept it level a few feet off the runway for 2,000' or so before reducing power and settling down on the mains. Even though it settled smoothly there was still too much energy to keep me firmly attached to the runway. Normally I'd follow the PAPI (~3°) and just set it down. And yes, I figured that everybody got a nice chuckle out of my fancy landing so when calling "clear of runway 17" I added "... after my bouncing exhibition".

Mine was Wednesday. Announced base turn in front of a Cirrus on 5 mile final only to find a poor Gulfstream holding short waiting on us both. To expedite I held it off to mid-field at 75 mph to land closer to my hangar turn-off (7,000' runway). I was really light and should have slowed another 10 mph before setting her down. Instead I sort of skipped down the runway a few hundred feet keeping the nose up before finally settling down. I considered a go-around but wasn't porpoising so I just swallowed my pride and rode it out. I could have just dumped the flaps but didn't want to divert attention from keeping my attitude proper. Embarrassing, and to think just the other day I was bragging to my wife about my recent streak of nice landings.[emoji51] Sent from my iPad using Tapatalk

FYI I just received a new Stratus 2S unit from Appareo to replace my 3+ year old Stratus 2 whose battery had lost a little capacity. I thought their customer service was outstanding. I'd been wanting to upgrade to the 2S ever since I saw it had the new USB-C connection but didn't want to lose a bunch on selling mine and buying new. In the end they swapped mine for the newer version (and new battery) for $250 + shipping. Let me add that the battery is absolutely proprietary and NOT user-replaceable (ask me how I know[emoji846]). Lastly, the ADSBIN unit that Shane is selling looks like an excellent product but I find that having an AHRS to drive Foreflight's back-up attitude indicator and synthetic vision adds much peace of mind for the flying I do. I already have a back-up electric AI and a back-up electric vacuum pump but the SV sure feels good when popping in and out of clouds in hilly/mountainous terrain. Sent from my iPad using Tapatalk

I put my painted spinner (part no. 680031-019) up for sale on Ebay today and am offering a $50 discount to any registered Mooneyspace member who's interested in it. It's in very good shape and was replaced at Annual (this June) with a used "polished" spinner that I bought. Check the listing for lots of high resolution pics and details. You can find it by searching for the Item Number: 201654531351. If you're interested just let me know.

... and we could make the wall decorative to remind them how creative we are. Sent from my iPad using Tapatalk

Just another data point for you... In my IO360 the JPI data shows an in-the-flare idle speed of around 850-900 rpm and a static idle of 700-750 rpm. All seem normal to me.

Here was a personal pet peeve of mine back in the days of renting planes during training... Many schools bill you for flight time based on a Hobbs wired to the master or avionics master switch (without an oil-pressure switch wired in). If I wanted to sit in the airplane and study the avionics and systems I had to pay $100+ per hour to do so. Therefore very little time was spent actually learning and understanding these things at my own pace while on the ground. Then when you're actually flying it's often not a great idea to spend significant time with your head in the cockpit fiddling around with the GPS/radios/navs etc. No wonder new pilots aren't all that familiar with these things. Don't sweat the missed opportunity. The real lessons come once you've got the cert and start flying on your own!

Good point INA. Stainless-steel for only a couple of bucks more. My originals were just plated-steel so I went with those again, but I'm a fan of SS. Either of these should work fine. And the best part is that when you disconnect the cowl flaps no longer do you have to chase the spring and sleeve as they bounce across the hangar floor!