Ragsf15e

I actually use them to open and close vfr flight plans on occasion. Ff is great for that but I usually remember to open about level off and service is iffy. Close before landing. It is nice if you need to file airborne.

You don’t have a picture of what that looks like, do you? How hard was it to access?

Depending on the cigar lighter wiring, it may not work for an inogen g5. Apparently the ones in the back have a bigger circuit breaker, but my g5 paperwork showed something like ~10amps at 12v continuous operation. I plugged it into my 5amp cigar lighter and the circuit breaker worked as advertised. I’m sure you can wire an 18amp outlet like cars have these days, but it might take some work to get the wiring right.

I don’t mind Owens valley route if the winds aloft are low and it’s morning. I’m with you for avoiding it if it’s windy. Mountain West aviation has always been good to me at CXP. I’m there a lot. They can usually find hangar space if desired and Enterprise will drop off there. They are the FBO on the Northwest corner of the airfield. Lots of tiedowns there too. Be advised that both MEV and CXP are pretty busy in good weather and there are gliders all along the mountains there. It’s not uncommon to see some of those ultralight death traps with kite wings strapped to an old sidecar in the pattern at CXP too. Occasionally they have a handheld radio.

I am actually not sure what my mechanic did to adjust it. My skills are limited to cleaning and removing/stripping inspection panel screws.

Obviously an old thread, but maybe somebody will find this helpful in the future. As Clarence noted above, “hinge” is written on the flat of the check valve. It is supposed to be oriented up. I should not be able to lay under the airplane and take this picture. I was getting a small spatter of oil on the right nose gear at start up, but the exhaust was otherwise dry. After fixing this, everything is much better. “Hinge” is now on top.

My ‘68F had a Waltham in the yoke. They were great! They even overhauled it for me a couple years ago when it finally quit after 50 years.

Sorry for your experience. I’ve started noticing similar types of workmanship, service and courtesy from highly recommended shops as well. General aviation maintenance is a difficult place to have to work through these days. Personal relationships seem better than recommendations and experience.

If that’s the shop you want (and it’s good, but will be $$ as @MikeOH says), then you should already be on their schedule. Good shops are busy because they’re good. I’d seriously call tomorrow to get on their schedule if you’re sure.

Interesting, thanks. I’ve had mine on a batteryminder continuously for ~5 years (two different airplanes) and felt the battery was doing well (based on passing the cap check each year), but maybe I’ll start using it less.

I thought the minders were specifically designed to always be attached to the battery “desulfating”… are you saying it’s better to leave it disconnected sometimes?

Ha! I called and talked to Tina in parts. She told me they hadn’t gotten any yet and still expect them in June! Hopefully you guys actually get them! She said she checked like three different places in their inventory software?? Who knows? I’m gonna try back in a couple days.

I have a K with the yd and like it. I didn’t put in the AP but the difference in turbulence is very noticeable - a better ride. The folks who don’t have one don’t know. Don’t take my word for it though, try to fly one with it and see what you think by cycling it on/off. Yes it will hold it coordinated and it can be on without the rest of the ap on (like while you’re hand flying). So my thought is, you’re going big, do it all. But maybe try it and see what you think.

If we didn’t have pucks, we’d have leaking strut O rings to worry about, or maybe cracking on the “flex” point of a spring gear leg. Actually, I think I like the pucks more after writing that! Airplanes require maintenance. Pucks are expensive for what they are, sure. I just hope they’re available when I need a set!

Yeah, im really happy with the panel the previous owner put in, but a physical audio panel seems like a good thing. Losing gps and transponder is fine if you can tell atc about it, heck, I have com/nav 2! But the inability to select comm/nav2 would be frustrating.

Yikes. I just started flying with a 750xi and only recently learned that you “can’t turn it off”. I have located the CBs and they are actually pulled right now so next time I start it shouldn’t come on. I want to make sure I know which ones turn it off. The scary thing to me isn’t losing the gps, but I also have the remote audio panel. I actually wish I had a normal audio panel and a remote transponder as I think that’s easier to deal with if you lose it. I’m glad it reset for you, and that you weren’t ifr or in a class B/C!

This could be an interesting one… technically, the G5 can only provide heading to non garmin AP. However, depending on when the G5 was installed, it was legal to use it as the altitude encoding source, so possibly that altitude is fed to the AP for altitude hold? Another interesting tidbit… my G5s were set up as the encoder and I was occasionally getting an encoder failure on my transponder. Recycling the transponder off/on would fix it. It took a long time to get the straight answer (and they were still shady), but garmin acknowledged a software issue with the G5s acting as an encoder and offered to send me their little external encoder that attaches to the transponder for free.

Great advice, thank you for taking the time to provide those details! Drew

Excellent, thank you! I was looking at Precise Flights manual, but the one you posted was much more helpful! And now I see (probably) why there’s an access plate on the top and bottom since it originally had 100 series.

Mine look a little different as the top also has a removable panel there. They are the 2000 series, installed after removing the vacuum ones….

Skip, does the cartridge come out through the top or bottom? Mine seem to have access panels on both. I’m looking at the installation manual and it’s not helping. Im just preparing to help my mechanic lube them at annual and want to have the access thought out.

I took a picture today just to close the loop before we fix this at annual next week. The engine has been on the airplane two years. Installed at a reputable msc. I just got it, so no idea how long it’s been like this, however, the tube leading into the oil filler tube was not connected to the air oil separator or even capped off?! There was a piece of blue painters tape near it. I wonder if that was on there temporarily at some time? Fixing this should help my oily belly issue a lot!

Excellent, thank you! My son isn’t going to like his legos disappearing, but he’ll be happy if they help fly him to Disneyland!

And you’re wetting the fiberglass cloth with the abs glue mixed with abs bits or the abs putty or the mek with abs mixed in? I was thinking the abs glue or putty would be easier than mixing epoxy to laminate over the fiberglass cloth. There’s so many different ways people do this. I’m definitely going to start with a few simple (and hidden) pieces in the baggage. If you need to cover a hole (such as removing the ashtray) how do you texture the visible surface?

Maybe one of the airline/jet guys can speak up because it’s been a while for me, but if you drastically reduce power in a jet during wind sheer close to the ground (due to increased IAS) there will not be time to spool the engines back up when the inevitable speed loss from the opposite side of the sheer hits. Power in our pistons and even turboprops comes in much faster. When the IAS drops, and the power is back, descent rate can increase quickly (thus the sink rate warning). 1100 fps is a pretty hard hit.