Ragsf15e

You’re on the internet, what do you expect? Im not your librarian.

Brand new fuel line. Bought for 68F but likely fits other years E/Fs. Looks like it might also be for Js. Fuel line from firewall to engine driven pump. Never used, still in box new. $25 plus shipping, or just pm me…

Hopefully they get some support, but I don’t feel like there’s much backing for us “airplane owners with deep pockets” to get the govt to help us avoid fees no matter how onerous the business practices.

As an aside, the whiskey areas were pretty fun to operate in. It was as close as you could get to the Brit airspace which can be pretty much a free for all. Meaning you could takeoff with your wingman to go to the bombing range and on the way there, minding your own business, you get jumped by a Tornado or maybe a Eurofighter now. No warning, no planning, just keep your eyes open and be ready to react. We (USAF) scheduled the whiskey areas pretty tightly because it is annoying and potentially dangerous to have random, non briefed aircraft in the middle of your 4v4 fight, but unfortunately (or fortunately), the Navy didn’t subscribe to the theory. You could easily be fighting 4v6 and wondering who the heck wasn’t supposed to be there until you closed to visual and realized that two “adversaries” were EA-6s in a holding pattern trying to work against the SAM simulator under your CAP that you also didn’t know about.

Looking closer, it’s centered out in the Whiskey areas off Savanah, so probably jamming from a ship, but those Whiskey areas are used for all sorts of training all the time.

Seems like pretty standard gps jamming notam Ive seen out here. If it’s southeast of CHS as indicated, maybe a military exercise at the Savanah ranges? The gps jamming notams are shaped like an upside down wedding cake.

I think over scheduling is a significant problem for many shops. I have seen mine turn down customers who don’t schedule out far enough, don’t want their planes maintained to a high standard or are a pia. By turning some down, they can focus on the ones they have and stay on schedule which makes everyone happy. They can fit in a few unscheduled issues (not a whole annual) with a couple weeks notice, but Ive never seen the shop idle, so they aren’t limiting their productivity.

Yikes. I guess im lucky. I do help my IA with it (simple stuff and cleaning), but he schedules well in advance and generally focuses on the airplane. I haven’t had more than 2 weeks unless I was waiting on my prop oh or my oxygen bottle recert. Generally we finish in one week and then he wants it out of his shop.

Have you checked Western Skyways or any of the other big shops? Mine was overhauled three years ago by Signature engines in Ohio, but that was before I owned the airplane. I will be interested in how you do with your MB engine. I have the same engine on my 252.

Well that’s good. Is it a salvage one or did they find a way to get new? It would be great to have a reliable supply…

That was a fairly new engine/airplane too. And under low power, although a crack in the rod had probably been propagating for a long time. Manufacturing defect? That’s just a horrible time for it to let go.

The left mag on my 252 looks downright easy to get to right now… of course that took a starter adapter failure which required removing the belt driven alternator, intercooler, starter and starter adapter. If i had the choice, I might put the sf on the left just to avoid coming back in for the mag every 500 hours? It looks like removing the right mag might “just” require removing the intercooler.

I will eventually get one on my 252 as well. As i understand it though (could be wrong), both our mags are impulse mags and on for start anyway (different from an io-360). In that case, I might do the left mag as the sf as it’s a real bear to get to under the alternator. Not having to remove it every 500 hours might be nice.

The video seems well done, however I threw up in my mouth a little when she mentioned the F-16 during the stability discussion and the video shows an F-15. I’ll try to finish it later because I did like it up until that point.

Some people put the sf on the right mag and then modified the switch wiring so that it’s not grounded out during start. Then they both fire. I think @jetdriven might have a thread on this?

That “stick-tion” also has implications for the autopilot. Some of the initial “hunting” in level flight by the gfc500s was eliminated by fixing the bushing (or cleaning it really well).

Do you mean the “plastic/nylon” bushing through the panel? If so, yes, those can do exactly what you said. Initially mooney recommended cleaning and oiling them lightly, then they recommended just cleaning them as lubricants attracted more dirt. @PT20J changed his if i recall.

I fly a different airplane with a g1000 and gtx345-r. @PT20J is correct, the transponder is hard wired to the g1000. The bt is from the gtx for adsb for an ipad, although there are several settings that can be changed on the gtx via bt if you’re using garmin pilot. They mostly concern the Bluetooth link (name, auto connect, etc). The PAPR report is a good place to start. Also, look at your ipad (connected of course) when you see the error and see if the ipad still has good adsb data. Ive had the g1000 cause issues before and the ipad still be perfect with the bt link. Next flight it was fine…

Definitely get a second opinion before pulling the engine. The rockers/case thing makes no sense at all.

No doubt, thanks;-)!

And I think at least two of those ways could leave the turbo with no oil!!

I fly over to Hillsboro Oregon and Seattle a lot (in a PA46T for work), and that’s generally where you can have a forecast for 800/3 except the dew point and temp appear pretty close and then suddenly it’s 0/0 in fog. Sometimes you’re vmc at the faf but well above the fog. The real bad part is it usually hits all along I5 in Seattle, so your nearest divert is on the east side of the cascades even though there are 6 or 7 airports much closer, they all have the same fog. I’ve crossed back over the mountains twice in the last couple years flying for work. Both times the forecast was reasonably good at the destination and the ceiling just kept falling during the flight. Luckily the weather on the east side of the Cascades is night and day different. In Spokane there’s often an ice fog in winter to come home to. Thankfully it’s typically lowest in the morning so we never leave due to possibly getting ice on the ground, but it’s not fun to come back through. Finally, I’ve been to mins twice now in forest fire smoke when returning to KSFF from trips and hope never to repeat that. I saw only the lead in lights and straight down at DH on the ILS (in my Mooney). breathing was terrible. Forecasting smoke is also terrible, so figuring an alternate is much harder.

What do you do with your power when you start down?

I swear I only got one start between “slipping” and kaput, but admittedly, I had a lycoming before and wasn’t looking for it.

If I begin an approach, im happy to go to published mins as long as it’s stable. If it might be close to DH (and there’s a lead in light system), I’ll use the drawing function in ff to write the tdze+100’ altitude on the chart. Ive used that extra ~100’ several times, but I haven’t had to go around at 100agl yet as Ive always picked up the red termination bars or runway before it. I have gone around that low in the sim at annual training… it wasn’t scary there ;). In truth, a stable approach on autopilot at 90-100knots should take ~15 seconds for each 100’ down. It shouldn’t be a “blur” and you should be ready (and willing) to execute the ma as you hit the dh. Below 500’, I usually count out loud each 100’ - “500 to go, 400, 300, 200, 100, mins”. But then I fly single pilot, so it’s just me.