Ragsf15e

I had it happen on my jpi930 sensor when I didn’t properly tighten it, but it was in the engine compartment. The blue stain all over the gear doors after shutdown cued me in. Pick your poison… I flew two hours with it leaking.

Nope, it will take a couple days but it happens without needing to contact anyone. Welcome!

It can leak without using it. Mine was leaking on my left foot, so i had the orings replaced even though I don’t use it either.

Mine use to be off a couple gallons each fill, but it was consistent. There’s a procedure to adjust your k value but it won’t work if it’s not consistent.

Also check that your selector lever is going down all the way. Mine works perfectly as long as it’s firmly down, but doesn’t take excessive pushing… not so much if I’m weak with it.

Well said. One more thing/myth/common thought for the OP… imo, fuel isn’t a big enough expense to really worry about. I fly ~80-100 hours per year and use ~10gph. 100ll costs ~$6.50 where I live, so ~$6850/year. If I averaged 13gph (impossible in a 200hp engine if you lean at all), that would be $7600. So ~$800 different for a huge burn difference. $800 is nothing in airplane language. Heck if you find cheaper fuel and pay ~$5.80, then you just saved the $800. Yes, fuel is expensive, but I spend $20k per year all in on my F. Small changes in fuel efficiency/cost are nothing. But I acknowledge that your going to fly more than me, however I still think it will be a small percentage of your total cost.

You might try a repair. Id ask Top Gun in Stockton first. They might do repairs or know who does. The MSC in troutdale oregon is another option. He used to do full tank reseals but might still do repairs. Don Maxwell in texas is one more option for a repair. They are real good but not exactly west coast.

Id definitely be looking at a Mooney if I was you then. F model or J. Arrow or Cherokee 180 or C-182 also work but slower on the trips.

If you only want to build time, buy the warrior. If you want to do any family trips, by the Mooney.

Nope. They are pretty much the same for mx.

Yes. Possibly even lower because the fuel injected engine feeds fuel more evenly in an F than the carb’d C (apologies to C guys who are now cursing my ignorance). The engines are basically the same except for carb vs injected. Cylinders are slightly different valves, but mx wise, they are the same beast.

Both setups i recommended had backup… just not what you think. You only need 1 gps and 1 nav (ils). If they are separate, you have two independent approach capabilities. Yes, gps is used way more, but if it’s jammed or otherwise notamed out, you want an ils backup, not another gps. So yes, some people have 2 gps, but im very comfortable ifr with 1 gps and 1 nav radio (separate). I have 2 comm radios which I do recommend.

Sorry to go back a page and I don’t want to resume the fighting, but I think a “high speed” abort in a multi engine Jet is a much different animal than a “high speed” abort in a Mooney. I’m not saying that we should abort and slide off the end of runways for every little thing, but controlling and stopping your single engine airplane during an abort is pretty straightforward and we’re rotating around 65kts, so you’re unlikely to get seriously hurt or hurt the airplane trying to stop even if you do go off the runway. Trying to stop from 110kts in a 12,000lb (or more) jet is a much different thing, and you have power to climb out regardless of almost any failure (flight controls being an obvious exception). So yeah, if you’re on a very short runway, maybe that’s a factor in your mooney abort decision, but being at “high speed” in my Mooney and aborting is just fine if I have a problem.

And they have an “SEC Dispute History” link on their webpage to prove it!

That’s real nice! if you can save up for the eventual autopilot, it would make it perfect, but that’s a great training platform and suitable for staying current and some light ifr!

Here’s another option in addition to my above… keep your current adsb tailbeacon and transponder. Use a portable adsb in device and ipad. that frees up money for the gps, adi, hsi. keep your current comm. get 2xg5s and a gnc-355 comm. this is basic “glass”, vhf comm, and a waas gps. Probably your cheapest good option. you’d eventually want to add another nav comm and the autopilot.

Personally, I don’t think backup gps is required. I’d do 2xg5s or 2xgi275s. The -275s are nicer but more $$. gnx-375 provides gps and adsb in/out. then you get a basic nav/comm that is digital like sl-30 or gnc-255. That can be combined into display on the g5s or -275s with the gps so now you have both ils and gps on separate boxes. That should be within your budget. Then you save up and do the gfc500 when ready. No reason you need that to do your ifr training. It’s nice, but you can do IFR training without it.

Yes, i had to have that done a few years back and it was around that. The airplane was already opened up for annual at an msc. I wouldn’t let that stop me from buying the airplane, but have a good plan for how much it will cost and who will do it. The repair itself is relatively straightforward but access is tough.

I wanna say that guard base does training for foreign F-16 pilots. Their country pays us for training, so maybe it’s not your tax dollars out the tailpipe! But likely, you’re right…

Obviously you did fine, and good job for thinking about it and talking about it! I’ve done the same thing before in a slightly different airplane and lost my ias (in an f-15e). I just reverted to groundspeed until I got smart enough to figure it out, but there’s a wide airspeed range available that wouldn’t hurt the jet. Not so much in a Mooney. I suspect your reaction to push down the nose would be natural to all of us, but you might also want to think about the “trim being set to your cruise airspeed.” If your airplane is trimmed up and ias falls to zero (or just starts falling pretty quickly), you should feel a significant pitch down (autopilot off) because the wing, tail, trim is trying to hold the trimmed airspeed regardless of what the asi is reading.. If you’re still level and no significant pitch change, then your real airspeed hasn’t changed and you can look for the indication issue. This might all be tough to see in the moment, so i think you handled it fine, but you definitely don’t want to push over aggressively, figure out the pitot heat is off, turn it on and suddenly see 250kts!

The two gi-275s are both ahrs units (adis) and the bottom one will automatically become an adi if the top fails or you can select that at any time. So there is a backup with its own battery backup… whether its “independent” or not is up to you, but the faa certified the bottom one as a backup for the top.

Ours is Mimi! M seems to be a popular letter!

Oh, also remember that you need both a departure and arrival eapis clearance for the US. For canada, they only care about your flight into canada, not your departure.

Be careful with the canpass rules. I use a corporate canpass and i think thats the only one that allows you to bypass the customs call if they aren’t there waiting when you arrive. The general aviation canpass just opens up the additional airfields but you still have to call. The rules are pretty well spelled out but not perfect. I was “roughed up” a bit in kelowna last week even though I was following the rules perfectly (for corporate).

That site is awesome. I carry one of those laminated on the back of my checklist, but the interactive site is nice. I wish it let you put in sea level climb rate and applied the correction it’s coming up with. I did a 4800’ elevation at 85 degrees f and it says 67% reduction in climb. So maybe 350fpm left of my normal 1000fpm.