ArtVandelay

What if the engine had 4000 hrs vs 10? I'd like to know how much stress,flex the spring goes under, then I could make an educated decision.

Whatever you choose, don't be surprise if it interferes with the radio on certain channels, if you have static breaks, unplug your charger.

Ignore the section on pg 31 "Fundamentals of Attitude Control" where he talks about the age old argument of what controls altitude and what controls airspeed. It's a silly discussion.

Could use regular screws, but the tapping process would be time consuming and expensive, probably add a AMU to the cost of a new plane.

Modern avionics have circuitry to handle 14v/28v and also isolate the sensitive electronics from voltage spikes on power up, there is no special handling of the on/off switch. The old turn off radio master before shutdown SOP is from the old days. If you have an old 14v only avionics its probably still a good idea.

I had mine done at KFPR, my images have before and after photos. The headliner and other trim pieces were covered in leather, the few trim pieces painted, i had the ashtrays removed, and the seats modernized....those ugly headrests. I didn't bother with the yokes or glareshield since they are in good shape.

Yes they will. My Slicks have 1800hrs, they were serviced at 500hrs, then not again until I had them done at 1600hrs. And it cost about $200 for both mags. They were new in 96.

Mobile users may have to turn tablet to landscape mode. BTW, what does that 8 track weigh, might get some useful load back.

I would pull the glareshield, check the ground connections actually are grounded.

Remember paper tape...I believe it was attached to a PDP 11, not to mention the old teletype printers...300 baud!

Why are some of you assuming the temperatures are in Fahrenheit? With ATIS, METARs, TAFs, winds aloft temperatures normally in Celsius? I assume the WX reported by OP is aviation weather.

BTW, JPI mark the probe bad, hence the reason it stays low in the data aboved.

Here is another, but in flight, I always thought it was a clogged injector, this was picking up the plane after it's annual. Notice the FF drop, as well as the RPM.

But how do you tell the difference between a stuck valve and clogged injector? Would the fuel flow change or would it remain the same, the other cylinders becoming richer?

This what morning sickness (i think, im only a PP) looks like on my engine monitor, whether its a stuck valve or clogged fuel injector I don't think there is a way to tell.

I believe thats a failed valve they claim to be able diagnose, not a stuck valve.

There is an all natural paint removal product, forget the name, has Orange in the name.

My J VR is inside, but no customer accessible adjustment, i have the R15300, it's zip locked to the frame, my mechanic wasn't impressed.

My voltage regulator drives the voltage to 13.5, which is low by about a 0.5V i never thought about it since my experience with voltage regulators has been with the multistage type and typically the 3rd stage is 13.5, so now i found out they are simple 1 stage. my VR was installed back in 2003 by PO and the mechanic recorded in the log that it puts out 13.5v signs off the repair as all is good, fast forward to now, i called the tech at Zeftronics and they're going to send me some trouble shooting doc, but being both cheap and lazy, I was wondering if anyone else has seen this problem, especially for those with problematic Gills? This VR doesn't have any external adjustment.

Many have had interior redos, is yours original?

I have a hard time criticizing someone who walks away from an engine out...maybe he froze, but sometimes the best thing you can do is nothing until your brain recovers.

Glue? I thought they snapped on?

FWIW I don't have #2 problem, GTN650&JPI830, I double checked logs, they're correct as well.

I have $5 says youll upgrade to WAAS in 5 years.

So many smaller airports have GPS approaches today, WAAS gives you vertical guidance, if you fly for a living I'm guessing you do a lot of ILS approaches and may find you miss vertical guidance. You certainly don't need to have it, but you may change your mind.