Ragsf15e

Mine too but I think the later models have less room with the emergency gear extension there?

I’m not really any help, but if it’s definitely the a20, I’d send it back to Bose. Last time I did that it came back like new for free. I think there is a nominal charge if they are above a certain age.

Good luck, I wish you the best! Typically they have cameras looking outside on their ramps. I’m sure you’ve been down that road, but I would have thought that would be definitive evidence either way?

I keep a set of cargo tie down straps for tie downs. I don’t go anywhere too remote and yet I’ve used them several times. KEAT has no tie downs, wtf? They aren’t the strongest but they work in a pinch.

That’s a good extensive list, but you’ve got to have a good screwdriver with different bits, a 3/8 stubby wrench, and a small pair of pliers… you’ve probably got those in there, no?

Unfortunately the older POHs have some version of this, mine has 26/2600. So there will always be a way for someone to say you should reduce power… However, in the last 30-40 years, people realized that the engine is rated for max continuous power, so you’re not actually doing anything against the engine operating limitations by climbing full power. Additionally, you climb faster, cooler and get to a cruise power setting that maximizes engine longevity sooner. From takeoff, it only takes a couple thousand feet to get your MP below 26in anyway so that one is self limiting in the climb. It is s little louder inside and outside the aircraft. You will see a significant improvement in rate by using full throttle and full rpm in climb. Depending on your aircraft and conditions, 110-120kts is good to keep the chts happy and have a comfortable attitude.

Excellent catch! Yes, it has changed over time, so it might actually disconnect the autopilot depending on what software you have. Good find in the manual.

Toga doesn’t “disconnect” the autopilot, it just changes the flight director mode to GA/GA - at least in the g1000 i fly. The autopilot is still flying. As midlife says, you can then take your time to set the proper steering/mode for the required miss. In my version it does turn off obs, so to fly published miss, i then select nav steering and my desired vertical mode. *this is g1000 software version dependent though.

Once you clean the shelf connect point thoroughly to ensure good connection, then you’re using the entire airframe as your negative conductor, so it should be just fine. Still need to ensure the engine, instruments, etc have their own good connection to this awesome (and big) grounding source!

Yeah you can get them from continental. They aren’t lycoming cylinders, but tgey are continental prime cylinders for the lyc io-360. Please let us know how the wait time is for those. @N201MKTurbo uses them.

I can personally attest to having flung my cowl plugs across the ramp, shutting down and doing the walk of shame. Not fun but better than a birds nest or an overheated engine. The aviation gods were really against me that day too. I was right in front of a busy airport restaurant with a bunch of onlookers out to see those pilots and their amazing flying machines…

I like my F, however I do find myself wishing for a J’s extra knots or (mostly) reduced age. My F is 56 years old. A 40 year old J has had many small improvements that slowly add up.

Um, yes to both. It’s in the manual for earlier models and I’ve also heard some well respected shops/pilots say they don’t use it. Some old models had a Dukes pump that would eventually come apart so maybe that was a reason? Newer weldon pumps and the oh’d dukes are continuous use so should be fine. Now just remember, it’s needed for priming, but once the engine is running, the mechanical pump is extremely reliable.

Just do the aeromotors. They come back much better than the original dukes. I also think there’s some slight mounting bracket modifications to switch to the weldon.

Would an analyst comment on your old data with a prospective buyer without your permission? Because that would seem wrong without permission. I’d have nothing to hide, but it is my data.

I’d definitely be upset with them for that. Even an analyst talking to a prospective buyer about MY data would bug me. Like you, I have nothing to hide, but they at least need to ask and make clear what is being shared. Sharing should not be the default.

Someone has done it. It’s possible, but there are a couple that have collapsed due to not locking properly or having a worn out lock or ?? The electric gear is relatively bulletproof when properly maintained. Pick your poison…

Ahh yes, that was a well known good place. Word is George retired.

Good question. Apparently mine came from lasar but that doesn’t say who manufactured them. Here’s the writeup. Apparently they were part of a Mooney kit?

Do you use a pulse ox just to see?

I think you’ll find very little loss of simple mental tasks and you probably won’t notice a lack of judgment. You likely won’t have significant hypoxia like people talk about in the altitude chamber if you’re just cruising at 10-12k even though there’s likely some degradation there. You’ll really need to use a pulseox repeatedly to see the dip. What you’re most likely to notice is the change in fatigue after (or even during) a flight. Those yawns you mention? Sure you’re not tired? How do you feel in the evening after a long flight, maybe a little tired? O2 makes a huge difference there.

Sounds like you were using a pulse ox which is good, but I find it very unlikely that your pulse ox was above low 90s at 11,000 feet without O2 Unless you live at very high elevation. I fly a lot out west and we are all affected differently, but I see mine decreasing starting around 8000. If I cruise at 11,000 for a long time, I’ll probably be sitting high 80s low 90s. standby oxygen or I use an oxygen concentrator is very helpful. Maybe try a couple different fingers?

I’m not so sure about all that. Yes, clearly there’s people who want to get rid of the 100ll, but 91/94 isn’t an answer as there are lots of aircraft it’s not certified for and the faa isn’t going to just wave a magic certification wand to make it “ok”. There are plenty of engines that won’t work as designed with lower octane without some kind of adjustment and recertification. So I don’t agree that 91/94 is destiny. Now there may be some crafty local politicians who find a way to effectively ban 100ll and 91/94 might be the only option for those that can use it legally, but I think banning 100ll is a lot harder when there’s no currently available certified alternative. 100 gami UL seems like it would fix this issue but it’s stuck in distribution hell.

I had a set of 20/1 wear out too. I think they were original but not certain. If so they were 48 years old and ~5500 hours. I was lucky as well and got a new set of 40/1s in 2015.

So here we are today in my lowly F at 14,500’ to stay on top and out of the bumps below. All 4 of us on oxygen because we cruised there for an hour or so. We were about 200lbs below mgw as we climbed up and climb was anemic between 12500-14500, but she still cruised ~140kts at 100rop and 2500rpm. It does much better if there’s less weight.