Ragsf15e

That’s downright scary.

If you said that to me i might have reverted to a former life and ripped the wings off in an 8 g left turn! Seriously, if someone listens to me that well, I don’t think I’d fly with them anymore.

Mine works out to the bottom of the tab as well. The reason for the hole is that it saves 0.02 ounces of weight and allows for 0.069 more ml of fuel in the tank. Just kidding of course. Nobody knows why the hole is there.

Heck, the #1 distraction I usually see for young pilots is the radio! But I think I’ll keep using it and trying to teach them to !

I like adsb, but it’s another tool. visual lookout, ATC traffic advisories, proper radio usage (traffic pattern), and appropriate vfr altitudes are other tools to reduce the threat. None completely eliminates it, but i think it’s really low. There are times/places where I fly that adsb is the best way to find traffic before it’s very close (10,500’, eastern Oregon, no ATC coverage). Also remember that the airplane that you’re on a collision course with is very hard to see because there’s no line of sight. The other small airplanes you do find visually are typically already inside 2 miles but not an immediate threat as they are usually easier to see when they have relative motion and thus aren’t going to collide with you. equipment wise, i wish I could set my gns430w to provide traffic advisories earlier. It might be too much in busy areas like where @EricJlives, but it’s barely helpful now as the traffic can be very close before it provides a warning. I’ve definitely had it warn me of a rapidly climbing turboprop coming up below me that I would never have seen before we collided or at least passed very close. As it was on that one, I maneuvered, saw the traffic, deconflicted and still wasn’t very happy about the situation. The times i’m bummed about “the system” is when I see a “crop duster” (not always a duster) at a remote strip just ignoring radio use, no adsb out, using whichever runway he wants and flying improvised traffic “patterns”. That’s just putting his risk tolerance (or lack) on everyone else. It’s not fair at all.

Maybe try @Alan Foxor lowean salvage (sorry I don’t have their name right and can’t find Sherri Lowean’s username. They might have a serviceable one?

I called them for one. They don’t have it and said to expect a year. Try Chandler msc in Arizona, they just shipped one out to somebody else. These are getting to be tough to find.

Do you have the original WB from the factory to compare to? J models don’t have significant modifications that would change it, besides maybe a 3 blade prop and that isn’t much.

Correct. You have to look real close, squint and have the right light, but it’s stamped on the tabs. 25gal each side, 50 total.

Possibly try pm ing @PT20J with this question as he has very similar panel. I think you should have the bt off in the gtx345 and connect directly to the g3x but I am not sure. Maybe try searching through @PT20J old posts too because I remember him going through this.

That’s a normal wear “point”. Unfortunately, there are about 10 different parts, bolts, linkages in the nosewheel connection that can cause it. Some are easy to find/fix, some not as much. It needs to be on jacks with someone under the nosewheel wiggling it to find the worn area. As far as I know, there’s no measurement. Did you notice play in the steering when taxiing? I had some “play” in mine noticeable in taxiing. It was starting to get kind of annoying. During the annual we found the worn bolt/bushing. It wasn’t available from mooney right away. My IA used a couple washers to tighten it up and it felt a lot better. Meanwhile, I ordered the new parts which cost about $100 from lasar. If i was you, I’d ask them to identify the worn part and give you an estimate of time/cost to fix. Then decide if you want to defer it because it doesn’t sound like an airworthiness issue in their eyes but it could be an easy fix. Edit: I do think there’s a measurable limit for play between the rudder pedals and the rudder, but not the nosewheel. Maybe someone else can show me wrong though.

I’ve been to a few of these “non taxiway / back taxi for takeoff” airports but haven’t seen one with lots of traffic doing touch and goes. I guess I’d give them a circuit while I looked for a break and if none was obvious, I’d get on the radio and tell them I’m back taxi for takeoff. Hard thing would be ensuring all the traffic heard/acknowledged. At an airport like that, radios aren’t even required. People are usually easy to work with if they know what you’re doing. The one I always think about is W95, okracoke island. The sand dunes make it hard to see final and the end of the runway from the parking. I was waiting patiently for a Cirrus to land before my back taxi and it took much longer than I expected. Finally peeked out farther and realized they had landed, drifted off the runway into the sand, spun 180 and snapped the tail off. They were ok. Luckily (for me) they were off the runway too, so after the local fire trucks and people had left, I was able to depart because the aircraft was stuck there for a long while.

Fitting on the firewall is probably ok. Don’t be frustrated if the new hose doesn’t fix it. I swear mine had a bigger leak and would still get down to 12-13”.

I always forget about that. My F has the 201 windshield mod which makes that 1000% more difficult.

@PT20J…. This is your wheelhouse!

I agree with replacing the bulkhead through fitting too but it’s harder to get at. You’ll need to get at in on the instrument panel side too…

I used their online quote request last year and got a quick email from an actual person. 2 blade was around $12k. Year and half ago.

If that’s true, i kinda wish he’d sell the rights to it, take his well deserved millions, and let someone else produce it. If there is anyone who actually wants to do it for our small market.

So where does this leave g100ul. They claim to have run thousands of hours and the engines are pristine. Why isn’t UND trying that?

“Handle down, 3 green, 4 good pressures, flaps t/o”… I just remembered the F-15 callout prior to base turn. We checked the handle. I check it still but no reason you can’t check it in your new desired position.

Yes, I’d agree with that. If you’ve thought out your failure modes and have a reasonable plan, I think you’re in good shape. The panel looks awesome and has so much capability! Probably more info than your jets!

Glad that worked! I put one on order with Lasar just because I didn’t want to be without it if I ever need one. I might just call around myself! It’s sometimes hard to start stocking 100s of dollars of parts, but if the alternative is being grounded…

I’m sure you guys thought this through , but the unlikely event of losing the 750 leaves you without approach capability (well asr/par are possible if available).

Looks awesome! Do you have a radio 2 with nav radio? How is it controlled? Only through the 750 or both the 750 and g3x?

Low chances but id also try swta and the msc in Oklahoma (tulsa I think?). I’ve found parts they had available before.