MooneyBob

How does it interfere with the Garmin Pilot? Share please. Thanks.

I use it for my job hunting. My company installs technology, automation, audio, video and home theaters. I go up, I have camera attached and pointed down. I fly over selected areas ( big houses ZIP codes) in New Jersey and New York. When I see an interesting job site, foundation, house under construction, development or clear lot I mark it in the cloud ahoy app. It gives me the time and coordinates. Then I review the video from the camera and compare it to the marked locations from the cloudahoy app. Based on that I can easy find the address of the site. You can never see those jobs from the road since they are usually huge properties and estates in the woods. I submit the information to my sales team. Now it is their responsibility to visit the job site and possibly get the job so I can support my expensive hobbies. Please don't share this with my competition. :-)

Thanks for the great points. We all know that but sometimes you just need that righ sentence to realize what you are missing. Yes please, send or post the YouTube link. Thank you. I think my biggest issue is being scared to get low enough. Since it is windy and gusty and plane is tossed around I am unconsciously afraid that I am going to slam the plane to the ground. I start my flare to high and then it is too hard to keep the wing low, rudder in, center line between the legs and control the sink rate. I remember when I was practicing with my mooney instructor he kept reminding me on the final approach and before I started to flare to get as low as possible. And I have done some nice landings with 17knots component. It's all mental. I have to do more yoga.

One of the previous topics prompted me to ask this question. I am not afraid to admit that my Xwind landings are in general bad. I don't want to elaborate on the wind speed or gusty winds. Can you simply describe what is working for you? How do you mentally prepare yourself for the flare and touch down? What did you help to improve your Xwind landings? Thanks

Ok. So it is reasonable altitude to fly 2.5 - 3 hours trip by the East Coast? Or better question is how do you determine your altitude for a trip ( not including the winds aloft calculations) ?

I don't have any legal GPS unit installed in my plane. But I use IPAD with Garmin Pilot and external. GDL39 3D which is great navigational aid and it has all the current waypoints. When ATC is asking me if I have a GPS ( my identifier is /A - no GPS) he probably wants give me a direct route based on the GPS waypoints. I know I can't use it for GPS approaches. I am talking IFR plan with visual approach. Question: Can I tell him that I have the GPS even if it's not legal portable iPad ? Can I fly GPS route with my Garmin pilot App?

What's the food jar test. Share please. Thanks.

Glad you made it safely down.

Very helpful. And labeled. Thanks

Thank you sir.

Is it possible that the DG is still connected and needed for the AP to function? I have the HSI and it works with the AP. Thansk

And that's why I try to do my currency approaches in the actual IMC whenever possible. Usually we can find one or two nice 1000-2000' IMC weekends within 6 months here around the NE area.

I am about to order the CGR30P engine monitor. One of the questions on the order form is where is the fuel pressure monitored - at the fuel pump or fuel divider on my 1977 M20J with IO 360 A3B6 engine. Anybody knows? Thanks

Thanks Anthony

I always found few drops of oil under the plane after flight. I was told it is normal and it is oil blown from the breather. It really annoyed me. I have removed the cowling few weeks ago for the first time as I have no experiences with the planes engine or mechanics at all. I noticed that there is an oil stain on the top of the cylinder. Not a big deal, I was told. I didn't feel like flying today so I removed the cowling again and took a closer look. It looked like the tube that houses the push rod is kind of loose or somethIng as it was really easy to spin it around. And it looked like the oil is coming from the spot where the tube enters the head of the cylinder. So as I am turning the tube a little more I have noticed that is bent. Since it's bent it is shorter and that's why it doesn't sit properly, seal is all messed up and tune oil leaks from the cylinder head. I was wondering what could cause the tube bent like that. I called my mechanic and he said that pushrods is bent too and it happens when the exhaust valve (on cylinder 4 ) gets stuck. So I took it apart and I pulled the pushrods that is really bent and is rubbing against the tube inside. Pretty scary to me. I have this plane for 8 months ( my first plane ever) and I put 120 hours on it. It had new engine with 485 hours but it was flown very little last 10 years. I have to say that I never noticed any performance issues or change. No clicking or strange sounds, performance very close or right on the numbers according to POH. I have no idea when it could happen. Maybe very first time the plane was started after sitting long time? I don't know. Before I removed the push rod I have turned the prop few times around to see that the valve is working properly. It looked like it travels freely all the way up and down. My questions: 1.What causes the valve gets stuck? Again, it is exhaust valve on #4 cylinder. 2. What would be the concern after I replace the push rod and tube? Should we take a closer look at the valve or take the top apart to see any possible damage?

I always found few drops of oil under the plane after flight. I was told it is normal and it is oil blown from the breather. It really annoyed me. I have removed the cowling few weeks ago for the first time as I have no experiences with the planes engine or mechanics at all. I noticed that there is an oil stain on the top of the cylinder. Not a big deal, I was told. I didn't feel like flying today so I removed the cowling again and took a closer look. It looked like the tube that houses the push rod is kind of loose or somethIng as it was really easy to spin it around. And it looked like the oil is coming from the spot where the tube enters the head of the cylinder. So as I am turning the tube a little more I have noticed that is bent. Since it's bent it is shorter and that's why it doesn't sit properly, seal is all messed up and tune oil leaks from the cylinder head. I was wondering what could cause the tube bent like that. I called my mechanic and he said that pushrods is bent too and it happens when the exhaust valve (on cylinder 4 ) gets stuck. So I took it apart and I pulled the pushrods that is really bent and is rubbing against the tube inside. Pretty scary to me. I have this plane for 8 months ( my first plane ever) and I put 120 hours on it. It had new engine with 485 hours but it was flown very little last 10 years. I have to say that I never noticed any performance issues or change. No clicking or strange sounds, performance very close or right on the numbers according to POH. I have no idea when it could happen. Maybe very first time the plane was started after sitting long time? I don't know. Before I removed the push rod I have turned the prop few times around to see that the valve is working properly. It looked like it travels freely all the way up and down. My questions: 1.What causes the valve gets stuck? Again, it is exhaust valve on #4 cylinder. 2. What would be the concern after I replace the push rod and tube? Should we take a closer look at the valve or take the top apart to see any possible damage?

It's about the time to put the engine monitor in. I have decided for Electronics International CGR30p (see attached photo). I can replace primary instruments such as a tachometer, MP, etc. My dilemma is where should I install it. It fits into standard hole but as you can see my panel is full. I would definitely like to keep the Strike Finder as I got it repaired recently and many people here recommended to keep it. I could simply replace my tachometer or MP but I want to have it in my line of sight in main panel. It gives me two options: 1. Get rid of NAV2 VOR or move it to the current tachometer hole. 2. Get rid of DG above the AP selector. I have HSI that works with the AP and I don't know if that DG is still somehow connected to the AP. Also it looks like a good idea to have back up DG if HSI goes south. I use external GPS GDL39 3D with Garmin Pilot on my iPad for navigation all the time. It has built in compass, AI and synthetic vision. Or maybe there is another way to go? Eventually I will get some king of GPS and even ASPEN like panel but for now the engine monitor is my limit. Thanks

Interesting.

Friend of mine took these pics of me today flying over New York Bay from his Columbia 400.

Yes, the airplay is a great feature. We install it in all kind of offices, training rooms and auditoriums. Great for presentations of blue prints in architect office, images in doctor office, videos, photos, slides, etc. Everybody knows how to use it and it's bulletproof.

One more thing if you don't mind. How to "disconnect" the cowl flaps when I want to remove the bottom cowling? I don't see any " quick connector" only regular nut and bolt on the end of the rod. Thanks.

Thanks. Short and right to the point.

When I know I have to do hot start next day I can't even sleep at night. Sometimes it starts sometimes not. Tried all kind of techniques and followed all kind of suggestions. Hit or miss for me. Even with my Tempest Finewire.

1. I was doing some minor maintenance yesterday and found small puddle of oil under what I think is the prop control assembly. See attached pic. You still can see a little oil there after I cleaned it up. Today after my approaches practice I found the puddle there again. Any suggestion what could be a cause and how serious that could be? I have flown today with no problems and prop control shows no signs of trouble. I used it a lot today as I did all kind of approaches and missed ones too. 2. Is there special kind of zip tie for aviation? I have found couple of loose wires and some broken zip ties and I'd like to replace them. 3. Second picture shows the white build up on my exhaust pipe going from the engine to the muffler. It looks like it is leaking at the connection point. I don't see any weld there. It is very close to the cowl flap opening so I am not concerned about CO but the question is again how serious it is and should it be fix immediately or can I fly to the shop? Thanks

Of course you need holds and tracking. My point is that you miss one beat and you are grounded when you need it the most. Also I believe that if you fly approaches on regular basis you stay sharper than one day 6 approaches kind of stuff. And you are so tired after few hours of different approaches that you probably don't remember too much of that. I don't know. I am fresh IR that's why I am asking. Thanks