ArtVandelay

I got all sensors installed with interface to GPS, but I was upgrading from a 700, IIRC it still took 20 hours, are you talking about a virgin installation?

In regards to Lycoming recommendations, not that I don't trust their engineering, but from a business perspective, they don't want their engines lasting too long, otherwise you won't have any repeat customers. So I would error on the keep it under 400 if at all possible.

A PowerPoint as a HowTo? I like to see that.

My 78J FS is also a little stiff, doesn't feel like it's binding, just takes a firm hand, I thought it was suppose to be like that to prevent accidental movement. I didn't know it has detent, I usually put it on left so in case of emergency I can twist it right till stop without looking.

Ditto, but that is just with me, has anybody check when they have passengers?

What's with the bib overalls?

I think it's more like 13hp.

For those with needing ballast, is it possible to move the battery box further aft, seems like that would solve the problem without the extra weight?

FWIW, I have a Garmin handheld that has WAAS, so technically it shouldn't be that expensive. I guess it's a supply and demand?

I have slick mags as well, when I do an in flight mag check I get this: I've read when they peak differently it's because the mags are time differently, now much I don't know.

Actually I don't, I have 78J as well, I have 2 soft copies on my iPad for convenience, a 97 and 81.

Just over 50 [emoji2], my method is right knee on copilot seat, step out with left, while pushing with right off seat back and pulling with the left, after a long cross country it's usually associated with a groan.

From a J POH: No need for the complex math...

For those having trouble bending over to switch the fuel selector, how are you getting in,out of the plane? Seems that requires more flexibility?

I make it a habit to change tanks when close to an airport that I could glide to, just in case Murphy shows up. With JPI fuel flow, I also record fuel usage per tank.

It really depends on how you think the maint/hr rate is: for example if it's a $1000/hr, obviously going faster will override any extra fuel savings, if it's a $1/hr, the opposite is true. I'm still a novice at this, but it appears to me that most maintenance is because stuff rusts or otherwise corrodes. You will still make the same number of landings, engine starts, spend same amount of time sitting idle no matter how fast you fly. So far my most expensive items have been: gear donuts $1600, muffler $1200, oil,fuel hoses $1700...hr related stuff: clean, regap plugs $80, service magnetos $200, oil changes $160. The there is annual, hanger overhead as well. IMHO you maintenance cost per hour will be low, so fly the plane how ever you want [emoji2]

I would try low power, if no joy, I would try high power, if that didn't work I'd try both...if you lose power no point in not trying everything.

I would start with downloading the engine monitor data.

Depends on the type of switch, as mention above NO or NC, if NO then instead of completing the circuit, you would need to break the circuit.

Great minds think a like [emoji2]

Is the transponder a different box? Assuming it is and you can get to it, I would pull the wiring harness, spray connectors with some electronic cleaner, plug it back in. Also if you can access the circuit breaker, check it with a ohmmeter to make sure you have a good connection.

I would not use acetone on fiberglass, look for orange peel adhesive remover, it's much gentler, I've used on my boat with good results, I was still careful and clean the area with soap and water afterwards.

Are these limits documented somewhere?

Designing a drone to intercept a plane based on ADSB out is not trivial exercise. If I wanted to go after AF1, I don't need to go through all the trouble. The FAA tells us where AF will be landing thanks to TFRs. All I have to do is get a handheld aviation radio, I'll be able to identify the plane, the runway it will be landing on, all without using ADSB. Somebody has been watching too many Hollywood movies. You don't need ADSB to identify traffic for user fees, we already have OCR. With a camera you can use optical character recognition to automatically record tail numbers. Easy peasy! Flightaware has proven to be a great help to my family & friends, they can watch my progress and have my expected landing time.

Re: Becca Do all planes have the quick release hole drain? You don't mention the pickup screen. Do you have to remove the lower cowling? What do you look for when cut the filter open, or in the pickup screen. Seems it's not that easy for a newbie and a mistake could be costly. I've change oil on cars, boats, and motorcycles. But not a plane...yet, a mistake would be costly. If I was a little closer to Page I would have gone to their recent maintenance seminar.