Ragsf15e

Checking the P leads to confirm ground in different key positions is probably a good idea... the wires come through the firewall together and look the same. My airplane is 52 years old. How many times have they been disconnected/reconnected? Edit: but now that I think about it, you’d have significant starting issues if it was wired backwards.

Ok, stupid (very stupid) question... are you sure which mag is “hot” and which is grounded in each key position. And if you have a good way to remember that, please tell me. I.e. - is the left position on the key running on the left mag or grounding the left mag? I also have a SF. I had an ignition issue after annual (not a SF issue). Only way I could get it straight in my mind was that the engine has a slight miss when cycling from the mag to the SF due to the SF “boot up” time. I had to cylinder through a few times, listening for the miss and then consider which mag was running in which position. My problem was loose ignition leads causing radio noise, so clearly not the same. Just wanted to make sure you thought it through.

Will they even insure a student to train in a Mooney right now? Your costs look close, however you’re probably gonna need to bump the monthly allotment for annual maintenance at least to $300 if not $400. If you can do owner assist, you might get by with $1000 annual, if you’re paying an experienced IA, probably looking at $2500+ without fixing any squawks. My F has been $4000-$13000. Just depends on what the squawks are.

I agree that the initial purchase price may be a shocker for some airplanes but your cost over a few years will be less than “cheaper” ones. It’s the annual costs of maintenance, hangar, insurance, upgrades, etc that get you. That being said, if possible, look at an Eagle with FIKI. They don’t sell often. An Ovation would be next. Absolutely nothing wrong with a nice J. They are terrific, but you can write off a decent number of winter trips in the northeast. I don’t wanna start a fight about icing here, and I don’t think you should be happy cruising in icing in your “invincible” FIKI Mooney, but I would kill for the ability to punch through a 1000’ layer of icy clouds to severe clear on top. Here in the northwest, it’s very hard to use my F in the winter. So think long and hard about FIKI... it will definitely add expense and limit useful load, but definitely add utility around Boston. If you decide you don’t need it, the advice for a late model, clean J was perfect.

Rerack it. If it’s loose, it’s not right. that being said, if you replace it, PS engineering has nice Bluetooth audio panels that fit that rack.

Based on the thermal mass of cylinders, they generally can’t change temperature really quickly like the egt can. Saavy could probably tell you right away if it’s possibly real data or likely not. If we assumed that the cylinder didn’t actually heat up that quickly, the exhaust leak theory seems pretty plausible because it has the potential to change both cht and egt readings by blowing out some of the hot egt onto the cht probe.

I also have a ki-525 full system sitting in my Hangar. Removed last month for G5 upgrade. It is ~6 years old. Never had any issues with it. Pm me if you want to see pictures, get more details, or make an offer. It came out of a 14V system.

Jeez, you’ve got room for a 20” lcd with Netflix on the copilot side! Awesome!

Obviously it’s your money, but you don’t need a DME to fly ifr. You can use one or two old school vor/ils and be just fine. Especially if that’s the backup to a quality ifr gps. If your single ifr gps fails while ifr, you’re required to report that to atc anyway and they’ll expect to provide extra assistance through the rest of the flight.

I saw an AOPA article that said the faa had agreed not to pursue enforcement of expiring medicals from now through june 30th. That’s the only way they could waive them quickly. All classes. My class 2 expires next month, so I guess that’s good, although I probably need to check and see what the insurance company thinks for my work airplane. They probably want an unexpired medical which is not what I’ll have. Supposedly this works for airline pilots all the way down to class 3. they did not address flight reviews yet, but aopa asked them to.

Oh yeah, I totally agree. As I said, I’ll fly this week. I’ll definitely be more socially distanced than at the supermarket. I think using some common sense is good right now, but there’s a lot of people out there born without it!

So the Washington order contains the exact same paragraph. It’s from a list of federal critical infrastructure definitions. However, what you posted is the “sector profile” for Transportation and Logistics. It just defines the entire transportation sector. Washingtons order contains these Definitions for all sectors of the economy, infrastructure, etc. it’s about 6 pages. Then it defines “essential functions” which are subsets of each sector. If you just read the sector profiles, you’d think everything is allowed, but I don’t think that’s what they are saying. In Spokane, our local FBO quoted the same paragraph and said they are fully open for business. The local flight school used the essential functions listing to determine that they are not allowed to operate. Unfortunately, I think the flight school is correct. So I will likely fly my airplane this week, and I will never be within 50’ of another person, but I’m not convinced I’m supposed to.

I put a Surefly on the left and it’s real nice. Starts really easy, runs smooth, lasts until tbo. I haven’t noticed increased chts, however the advance doesn’t start to phase in until you’re below about 25” map. Unfortunately they don’t publish the advance curve anymore. I think the Surefly is about the same cost as a mag and it doesn’t need maintenance. Install is basically the same as a mag.

As carusum said, don’t do DME. The ifr gps will provide you with psuedo DME which is completely legal and useable for ifr. otherwise, go with the newer Garmin gps if you can afford that option. It’s better and will be supported longer. If you want to spend more money while doing this, replacing the adi with a G5 or GI275 will give you tons more information on your adi - like localizer, glideslope, speed, alt, heading, etc. not needed for your goal of lpv approach capability, but certainly nice.

Not an answer to your question, but I was looking for information on medicals the other day. My class 2 needs renewed next month but it doesn’t seem like a good time to go to my cardiologist AME for a handshake and chat. I saw aopa and alpa are petitioning for extensions. Maybe they’ll do that for flight reviews too?

Interesting. They really just made changes to the design as they felt like it. Do you have flush rivets all the way back like the previous years?

Maybe even better than a picture.. https://photos.app.goo.gl/jtVUC3qmTsYYbR23A Google video if it works.

Thanks Doc. That’s exactly what it looks like - the bolt going into the airbox cavity is very loose. It’s hidden behind the oil cooler lines with the side cowl off. I’ll have to dig deeper. I’ll get working on a bushing.

Interesting. I wonder why it’s the top of the climb? That’s exactly what mine is doing. I gotta figure out how to fix the front attach points on the cowl flap so I can go to my mechanic with a plan. They are clearly loose. Maybe @M20Doc will throw me a tip?

Today I noticed my left cowl flap is pretty loose on the front “hinge” part. Although it looks to just be pinned to the cowling on the front left and right with a rivet or bolt - not a full hinge. The actuator rod on the back has a little play but the inboard front “pin” has a lot of forward/aft play. It looks like it’s a blind rivet? Thoughts on fixing this? I think this is step one of identifying a weird vibration I’m noticing at level off from climb. Can’t tell yet if it’s related to speed, elevator play or maybe cowl flaps, but the left cowl Flap clearly needs fixed either way. thanks! ’68 F

Well, since we reopened this cowl flap thread, ill ask... today I noticed my left cowl flap is pretty loose on the front “hinge” part. Although it looks to just be pinned to the cowling on the front left and right with a rivet or bolt - not a full hinge. The actuator rod on the back has a little play but the inboard front “pin” has a lot of forward/aft play. It looks like it’s a blind rivet? Thoughts on fixing this? I think this is step one of identifying a weird vibration I’m noticing at level off from climb. Can’t tell yet if it’s related to speed, elevator play or maybe cowl flaps, but the left cowl Flap clearly needs fixed either way. thanks! ’68 F

430W works the same way as the G1000 above. You can’t just input a VOR/RADIAL/DME. You have to create a new user waypoint and can assign the location off a VOR radial/dme. It was enough knob twisting that I definitely wouldn’t do it while hand flying ifr.

Yep, it’s still beautiful! Crew car is there, but we’re just letting the kids play in the lake at the campground. Sometimes happiness is an airport you land at, park midfield, and then walk across the runway to the beach...

Take care of yourself! My family socially distanced ourselves over central Washington today on a trip to 3W7. If you’ve never been there, it’s an awesome small airport in a canyon with camping and lake access.

I have flown combat missions with the RAF. What they lack in numbers or funding is more than made up for in the airmanship, cunning and bravery of their pilots. The can-do attitude of many RAF pilots is something most air forces only dream of. While their equipment is at times outdated or numbers are lacking, they generally find a way to get the job done. Theres a quote from an RAF air to ground pilot working his 4 ship deconfliction with a US large force mission commander that I’ll never forget: Msn CC - “We have 3 4 ships of strikers and 2 bombers on these routes we need you to deconflict from.” RAF Pilot - “what altitude are they at?” Msn CC - “All will be down low at 500 feet” RAF Pilot - “No problem, we’ll be well below that.”