smwash02

Your experience mirrors mine. 2-3 in cars, 2-3 for a Gill, 5-7 with the Concorde in Texas.

Hopefully it's not metal on metal. I had the same challenge after it sat for a couple hours on a hot humid day a couple times. Took literally my whole body weight to pull the door open I thought I was going to break the handle. Since doing the DC4 thing it is great for about 9 months or so then I feel it starting to lightly stick and I reapply.

Rub DC4 along the seal. Some more details in this thread.

Most likely, they told me I got the last of the 100 series because I needed to convert from vacuum and was told I'd have to re-skin to get the 2000s. If you didn't have brakes prior, you almost certainly have the 2000s. It's within the STC to have a yoke button, so you can go that route if you wish. See my attachment.

I kept mine on the yoke when I upgraded from the vacuum to 100 series electric. If you have the 2000 series you can have just a single light since the logic in the brake controller prevents a partial deploy. The 100 series has to show each brake individually since you have to retract it manually if you get a partial deployment. All this to say, you can have a yoke switch if you prefer so long as you meet the annunciation requirements. You should be able to use the lighted switch as your annunciation and the yoke switch for deployment.

I've flown in to KNEW / Flightline 3-4 times the past couple years. Always professional and the fees are very reasonable. You'll have to call for current rates, but in the past $10 or so a day I think.

When I sold my C in 2019 I had recently had the whole B6 system overhauled by Jerry and had the altitude hold added. Jerry was a great guy and helped me out a bunch. It was great. It followed the line, held the altitude, and would climb/descend based on how you set it.

Interesting turn of events. Without an active IA license he's not legally able to provide you with an annual sign-off. Do you know the IA he intends on using? Perhaps he's underwater with them?

Ask what you owe, pay it, and take it out of his hangar. He can refuse to sign it off, but if you pay for the work he can't prevent you from taking it back. From there someone else can button it up, write up a ferry permit, and you can take it where it needs to go. Somewhere in the middle you'll need to speak to the airport management to make sure you have continued permission to be there while you obtain your ferry permit. Hopefully he doesn't own the airport.

You have options, but what makes sense depends how far from done you are. Establish a relationship with another mechanic and pay them to make the hoses. If you like them and just want this current situation over they can give you a ferry permit to move it. Best of luck you, definitely not a fun place to be.

Here is a pretty good video of how to do it. In your shoes, I'd pull the line and remake it with new fittings. Your most complicated task will be bleeding it, at least for me it is.

Looks like they gave up. Here is an article from Flying about it.

The Edmonds Police Department's tweet said there were no passengers.

I don't know the procedure for the Rocket, but with the Ks the MP is set with the oil at 180F. Less than that it will be high per the service manual. On the stock K there's a manual adjustment on top. RPM wise -- how are you measuring the RPM?

Really cool, I didn't know they had crossed under the 5 figure mark. What's the lead time for one of these?

I would rather fly back with a car battery than a dead wet cell that could boil over and trash everything. Would be an interesting conversation with your equivalent of a FSDO.

This is a spot where I feel there's a disconnect at times. They'll happily tell me why I'm being asked to turn 10 degrees left or right without me asking, but when I get denied what seems reasonable to me or vectored significantly out of my way I don't usually get an explanation. If I knew the "why" I can do things to make both sides more efficient. It's not always reasonable to ask when things are busy, so I can see justification in asking for the phone number to call to keep it off the air and seek to understand each other in a less hectic environment. Something I really appreciated recently was the other day I had filed for 11,000 somewhere and when I got in the air the controller said "If you want 11,000 I have to vector you around, but if you can accept 7,000 I can give you direct, what would you like?" I was over the moon with the option instead of a goofy routing I wasn't expecting. I wish this happened more often.

@philiplane I didn't realize this was such a common thing. Last year I replaced two with bad exhaust valves. Both had shot rotocoils. Had a 3rd cylinder with bad patterns starting, surprise bad rotocoil. ~500-600 STOH at the time. Sounds like I should stock up on them before this year's annual and do the rest.

Really.. I'll have to give it a shot. They've been teasing a refresh that would be fast enough for this, but the $800 or so unit naturally will not be compatible so I've been holding out. Good to know, I must've lumped the unlock cost into the per year cost in my notes. Something to think about for my next renewal. Do you recall what it cost for the Garmin unlock for the Jepp maps? This is EXTREMELY accurate. I've been given descents that were very questionable, thankfully I was VMC. It was quite close.

I'm not versed in the 'over water' aspect, Oscar has captured that well I think. @Oscar Avalle I'd be curious to know more about the Sat Phone you're using. I'd looked into the Iridium hotspot and it's around 2.4kbps. An iPhone would immediately destroy this without accomplishing anything useful I would think. I've been debating the Garmin inReach and the Irium Go for a way to send SOS if something were to go wrong. I've never used a handler and have rudimentary Spanish, but it's something I'm working on daily. It is not required for Mexico, but having one will reduce the potential aggravation after a long trip significantly. I would expect Cozumel to have more English happening than where I fly, which could make it more pleasant. I have a binder with copies of everything. Mexico loves to copy everything and stamp things. I like to bring them copies to make their life easy. Even with a handler I strongly recommend you have multiple copies of the following: Things will will ask for: Pilot's license Driver's license Passport Medical Airworthiness Certificate Registration (Ensure not expired... some dude in the past year just paid 5k USD and got to hang out for a few weeks for this offense) Your insurance with Mexico, dates of validity, serial number, make/model, and your name highlighted. Notarized (suggested) or signed authorization on company letterhead for you to fly the plane if in an LLC. Things you're supposed to have but they will never ask for: FCC Radio Station License (Plane, get on FCC's site, 10 year validity) FCC Restricted Radiotelephone Operator (You, get on FCC's site, lifetime) Copy of logbook entry for 406MHz ELT installation Copy of SARSAT registration Copy of logbook entry for ADSB Installation For the trip: DTOPS Sticker https://dtops.cbp.dhs.gov/. A US thing, takes 2-3 weeks on a good year. You can put the receipt number in the eAPIS if you don't get it in time https://eapis.cbp.dhs.gov/ or https://www.bushpilotsinternational.com/eapis/. Pay the money to Baja and use their tool or let your handler file it for you. Else you have to handle doing the Mexican eAPIS yourself. There's an excel sheet that goes to apis_cna@inami.gob.mx. It's not worth the headache over a few dollars to use Baja to send your eAPIS to both and not worry about it. https://www.inm.gob.mx/fmme/publico/en/solicitud.html Do your FMM in advance, check crew. General Aviation in box 11, tail number in Box 12. https://www.cbp.gov/contact/ports/fl Know your POE and call them before you come back/land to give them a revised time. Every officer is different in what they want in the same place. Better for them to be annoyed you bothered them than be bothered you didn't. File IFR both ways. ADCUS (Advise Customs) in the return to US flight plan. It's just easier. Mexico lives in the 90s. They don't always have flight plans and you have to do your own routing. Take multiple copies and pre-fill the known bits: https://www.faa.gov/documentLibrary/media/Form/FAA_7233-4_PRA_07-31-2017.pdf Whether you use ForeFlight or Garmin Pilot, Jepp has a ~200/year subscription to get maps and approach plates. I don't know about FF, but even with Latin America, Garmin Pilot doesn't provide these. The Americas Garmin sub for my 430W/750 also does not have charts, only nav data (waypoints, sids, stars, approaches). Jepp will set you back 2-4k for these on your 750 and another unknown cost for Garmin to "Unlock" it to receive them. I use the Garmin Americas (~700/year?) and the Jepp charts (200/year) for Garmin Pilot. FlyQ has all of this included even with the lifetime subscription. Have 4,000-5,000 pesos. Ideally 10,000 (~500USD). I bank with Chase and ask a day or so in advance. The airspace visa will cost you around 2500 pesos. Passengers will cost 550 or so. The rest is for fuel if you can't use CC, Taxis if Ubers aren't there, and etc. Review the AOPA page on the topic: https://www.aopa.org/travel/international-travel/mexico Going to Mexico I just file via Garmin Pilot via Leidos. Fltplan.com and others let you do it now too. Put your border crossing and approx time in the comments. This is technically supposed to be in a form like ZHU/13:00 I believe. ZHU is the code for Houston Center. You'll use ZJX or ZMA. I often forget to put this and no one has said anything. Our ATC is awesome and make our lives very easy. Have fun. The dance going in and out is an adventure without a handler, but it's not bad. I've been 15+ times in the past 2 years to MMAN, MMGL, MMMZ, MMTM, MMCS and haven't had any corruption/shakedown issues with any authorities. Security has always been pretty tight. The new MMAN Comandante pulled me aside once to ensure no one asked me to pay anything that what was officially listed. It's been a learning adventure. @kortopates was an invaluable resource to learning how this works and has many posts here with more information. Good luck!

Pretty wild story, thank you for sharing. I attached a PDF for easier reading for others. Seawind Saga_ Pilot who crashed in Lake Michigan had 7 crashes in 7 days.pdf

I'd have to check the manual/SB where they all got converted to automatically opening, but are you sure it's supposed to be open partially like that? It may be on the cusp of triggering causing your indication like what @EricJ said. It's a fragile looking system having peeked at it on my "stock" K. I wouldn't put much stock into the part number on the side of the metal bracket as it'll be the Mooney/rocket full assembly, unless you want to go that route. If you remove the micro switch itself you'll most likely be able to search the actual manufacturer part number on digikey or similar and buy the $3 part and replace it.

The SB is what the Encore uses and provides 220HP at 39" turning 2600 RPM. I don't know about the legalities of doing it, but if it's an option it would be a nice upgrade.

I hadn't thought of that nor did I see that in any of the materials I'd read trying to understand it, but I think this is the missing piece. My altimeter passes the baro correction to the KFC150, but it has no way to pass that on to the Garmin devices. I am waiting for my appointment to get my 275s installed, but it hasn't come up yet. I'll flip it back to VCALC until the time comes.

Thanks for this video. He did all the steps I did, but his VS target as you can see in my photos is greyed out. I'll have a dealer look at it to see if there is some bit to be flipped to make that work right. I agree with them the VNAV is more powerful, mine is just not operating properly.