Ragsf15e

Excellent, thanks. I will let you know. Not sure I need it yet.

Sorry to dredge up this older thread, but does anyone still use Coastal Valley Aviation at SMX? Still happy with it? thanks!

I’m really sorry to hear about this happening to you. Surprised as well, because others that have ended up with bent rods had the motor circuit breaker popping as the motor tried to run the gear past fully extended. Nobody else has mentioned the gear alarm, but I guess it could have something to do with a failed limit switch as well? I don’t know. That parts weird because you shouldn’t be able to get the gear alarm with a high power setting. Be careful with the airplane now. You don’t want the gear to collapse.

Yes, I agree. It’s also different on the later gear systems that have some kind of stop built into the actuator. The early ones just count on the limit switches and the little tabs being adjusted correctly.

I think they can also get bent if the tabs don’t hit the downlimit switch properly or the downlimit switch fails as thats the only thing stopping the actuator, no?

Another option is to repair /replace the screen. It use to be pretty common. Id think there are still shops that do it?

Yeah, that’s a good one, and surprisingly accurate…

Ahh, there it is, Stallings aircraft propeller, wynne, Arkansas.

Not sure exactly where @Cody Stallings shop is but it’s that way and he’s a straight shooter. If it ain’t leaking, there’s a school of thought that say leave it be…

God point. If i look very closely, my “bubble” ball and the g5 electric version are slightly off when sitting on the ground. I would think installation would have to be almost perfectly aligned to make them extremely accurate.

To answer your ice question… there are lots of factors dictating which clouds put ice on the airframe and which don’t. It’s very hard to know them all, but it’s most conservative to just assume all visible moisture below freezing is going to yield ice. However, there are a lot of clouds that meet that definition and don’t have ice. It can depend on humidity levels, airspeed, type of wing and other factors. Basically it’s really hard to tell before you try it. So, although the inadvertent systems never really made sense to me, maybe they do to some degree? I have launched in my non fiki airplane through a ~1000’ overcast below freezing after getting a pirep from a landing Pilatus that there was no ice. I had a good “out” if I did find ice and felt ok about it, but it would have been more conservative to just cancel. It can be a grey area.

Excellent! When you do check it on a smooth day, check it with the ball centered and different speeds/power settings. The rudder required changes over the speeds and power, and even with the ball centered, I could see it making some roll difference if you’re looking for it.

The above all assumes that the spar isn’t rusted. If you’re seeing corrosion on the wings, that’s likely the tip of the iceberg. You need to look under the back seat and inspect inside the wing. It could need a new wing as corrosion can destroy a Mooney wing spar. In that case, it’s worth noting.

I don’t have an Ovat/Eagle yet, so take this for what it’s worth… but on my IO-360, I had pretty good balanced injectors and it was noticeably faster just barely LOP vs 50 LOP. In fact, at those high altitudes where you’re making like ~60% power or less, running at peak might be just fine, still very low fuel burn and definitely faster. How were your CHTs at 15,000’? I’m guessing pretty cool. They’re likely still fine close to peak. What are your thoughts?

So many fun memories of those songs… “Two’s blind” one of my all time favorites. Buddy of mine actually called blind while taxiing, so apparently the song was pretty realistic.

So yeah, my wife has done it 3 or 4 times. Once in the copilot seat. That was kind of a disaster. Or at least it looked like some very uncomfortable yoga. She’s been pretty successful in the back seat though. I think we had one “miss” and i removed the entire backseat and carpet to make sure it was all clean and dry so we didn’t corrode the damn spar. It’s doable, but you’re wife is a real keeper if she’s willing to do it on a regular basis. unfortunately, I have no pointers for you. I have very much tried not to watch.

Immodium. Or a cork. Either way, not good.

I believe it! I wore an exposure suit on a winter crossing once (fully on) and it was so bulky that it made using the travel john an exercise in flood control. There’s a song by a fighter pilot band about wishing for an extra couple inches…

One thing for everyone who uses travel johns… and this is coming from someone who used them a lot in the USAF during pond crossings, long desert missions, and even on local sorties (we had to stay very hydrated and were in a “greenhouse” cockpit) . If one bag encapsulating a quart of fresh pee is good, then two is better, and three is best. They don’t weigh anything, but there’s a nice selection of gallon freezer ziplocks (not the cheap ones) in my flight bag. Use them.

Weird. I would have expected a 3/8” in there.

All these Bose headsets and their Lemo connections are repairable, just not by Bose. If you have a problem, send them to Terry Gerber at KC headsets and they come back like new. He works on other brands as well. Real good customer service. Old school skills on that kind of stuff. I too like the Bose X with lemo. I never had any issues with the connection but it does feel like you should be careful with it. To be fair to Bose, I had a mic fail on a set of A20s in my work airplane. They were ~6 years old. Bose asked the serial number and then told me they would warranty it. Paid for shipping and everything. Came back with new cushions even.

And did you (or your ia) make sure it’s definitely the alternator and not a bad field wire, voltage reg, or other wiring issue?

It should definitely get above that, but not at 11,000’. It should be approximately 29” at sea level and decrease with altitude. If you cruise lower, you can get a higher mp. However, your kias and true airspeed and MP seem about right for 11,000’. So no worries there.

I check it 24 hours or more after a flight, so don’t wipe the dipstick as the level is easy to see. If im flying again the same day, I just make sure there’s oil on the stick between 4-6 and add some based on my normal useage if required (like after a 3 hour leg, id add 1/2 qt). But I wouldn’t worry about wiping the dipstick and getting it exact. Most of the oil is up in the engine.

Don’t kick yourself. I had my throttle microswitch stick on takeoff last year and it’s very disconcerting and disorienting. I’ve had my airplane for 10 years (and have ~5000hrs) and it still wasn’t a fun 5 minutes departing the class d and c before i was like, dang pull that breaker! Ahh, then I could think it through (i knew the gear was up from the red “unsafe” light). Ahh, it’s just the throttle. I cycled through idle once, reset the breaker, and all was well! I also cleaned out that switch on the ground! So you being new to the airplane, it was a good way to learn about all your systems and it turned out fine! The more you’re involved in maintenance, the better you’ll be able to handle these little issues.