gsxrpilot

I'm not worried about the other 150 to 200 airplanes. I'm only worried about mine So I went by the avionics shop today to verify that I've got a place in line for the MAX upgrade. Along with a place on the schedule at the avionics shop. Hopefully it will be a quick in and out.

I know you haven't been around here very long, but see, we have a nice map of members across the country and around the world, who are willing to lend assistance and expertise when someone is in need of such. But accessing that information requires knowing approximately where you are in this large country. There are many very experienced M20K and specifically 231 drivers who would be more than happy to sit down with you and share data over a hamburger or maybe a beer. But evidently you're wishing to remain anonymous and hidden which limits the assistance that can be provided.

This was the old iPad mini in my M20C. It's the same size I believe. After lots of different mounts, this was the easiest and by far the most usable.

It's also been reported in the Seattle Times, that the combination of being in a full power climb, and because a single action of the MCAS results in 60 turns of the manual trim wheel, this can result in a condition where it is physically impossible to move the trim wheel by hand at that point. And that pilots have to go back to electric trim to free the wheel. But in this case, when trim is activated, the MCAS kicked back on a spun the wheel further. This error happening immediately on takeoff just left the pilots with not enough time or altitude to fix the issue.

It's a very sad situation and looking like Boeing is not blameless here. And it will be very sad if this is a result of the relationship between FAA and Boeing just getting too cozy.

I'm all in on this MAX upgrade and have also purchased an MFD to go with it. For about the first three days after Garmin announced the G3X, I was rethinking this plan and could have backed out and gone Garmin. But after talking with Garmin, sitting through their webinar, reading everything over on Beachtalk, I'm convinced the G3X would be a step back in real capability in exchange for a larger screen. And in my Mooney cockpit with the panel only 12" from my face, the large screen isn't an improvement. MAX Pros for me: Warrantee (I had bought a used PFD with no warrantee) No standby AI requirement (can remove all round gauges, clean panel) Upgrade pricing (I wanted to be early on the upgrade list and not wait for OSH 2020 for the next special pricing) I was able to buy a refurbished MFD and then apply the MAX upgrade. Along with my Barnstormers special PFD, the MAX upgrade effectively turns a used PFD/MFD combo of dubious origins into new equipment with new warrantees. The G3X route would have required a GFC500 autopilot to replicate what I have now. That's expensive and not even available as of today. I already have ADSB, and an IFD540, neither would have worked with the G3X.

Where are you based?

Think of it as purchasing the GPS version... and getting the Cellular capability for free. Of course I'm guilty of paying for lots of shit I don't need. It goes from the Mooney its self and continues all the way to that beer I drank last night. But if we're talking about "nice to have", I feel much better about the Mooney, the beer, and the built in GPS on my iPad.

The difference in cost between a wifi only iPad and a wifi+cellular w/GPS iPad is $130. That is a one-time cost as you don't have to have the cellular enabled for the GPS to work. So if you don't want a SIM card and the monthly cost, then just don't buy a plan with a sim. I can't believe that in this hobby, $130 warrants a second thought. The benefits of GPS on your iPad, are numerous and well known. Just do it and move on to worrying about something else. Just my $0.02 ($130) on the subject.

Huh? I was there last summer after Oshkosh and there's a really nice park, concert venue, and observatory there. The place was full of people out cycling, walking, fishing, picnicking, etc. I'm not defending the way it was shut down, but it sure seems like Chicagoans are certainly using the space.

I never once used the boost pump on landing my M20C. I started out using it on take off's and then gave that up after a short time as well.

I'd say "lie" is a bit strong for this situation. As anyone knows who's been in this business and had to deal with FAA approvals, there are just no guarantees. The only products that come out "on time" are the one's no one knew about. A business can either err on the optimistic side or on the pessimistic side. And pessimists don't even participate in this business. I'd bet that Cory was out selling the story exactly as he was under orders from management, to say. I'm also sure that after continued missed deadlines and committed dates, it was becoming a more and more difficult story to tell, and he probably left of his own accord. It's a sad situation non-the-less, but I certainly wouldn't put the blame entirely on TruTrak. I also wouldn't make an airplane purchase based on promises of things "coming soon!"

I think you can get other redline settings by talking to Insight at the time you order it. But I wouldn't worry about that. I'd mount it on the left side of the panel right in front of me where it's easy to watch. Unlike the low end JPI's and EI's, the G2 is super easy to read and will show you the actual numbers for CHT's at all times. There's no scrolling through to see the actual temps. They are always there and easy to see. Therefore I don't believe the alarms are nearly as important as they are with the old JPI and EI monitors. Having an engine monitor and knowing how to read it, will give you so much more confidence with regards to your engine. In fact, you'll probably learn that if you want to be really gentle with your engine, you'll run in LOP any time you can. Personally I wouldn't own an airplane without a modern engine monitor. You won't be sorry with the G2.

I've had a G2 and really liked it. The only one I like better is the 900 from JPI which allows you to replace all your factory engine gauges. If you're just looking for a good data logging engine monitor for EGT and CHT, the G2 can't be beat. The data logging on the SD card in the face of the unit is just so easy. And that SD card will hold much more than 2000 hours (TBO) of your engine. The full color screen is just so much better, more modern, and easy to read than the comparable entry-level engine monitors from either JPI or EI.

The Apple Pencil is easy to mount right on the panel. I don't know if the Logi would be as easy to mount because of the shape.

All that sounds great! But until we have such systems, I'll have use the best technology available to my cockpit which is the data logging, graphical engine monitor. And even once that tech is available, I'd still like to get the raw numbers until I'm comfortable that the AI knows what it's doing. I'm a fan of AI and it's a big part of how I make my living. So I understand it takes time to build the "I" part of it. All I was trying to point out is that between the "6-pack" instruments and full primary engine monitor such as my EDM-900, the engine monitor is much more useful during almost all phases of most flights. So having an engine monitor that leaves the screen once I reach the cruise phase of flight, doesn't work for me and doesn't even make sense.

It's a good looking 252. And there aren't that many of them that ever come up for sale. This one just needs flight time. Someone should put a couple of hours on this one every day between now and the day it sells.

It turns out they fit Mooneys with internal aileron counter weights. If you've got external counter weights, they don't fit.

The issue is not the ability but the legality. I'm not an A&P or AI but I can order an RV kit tomorrow and build it 100% myself. But doing the same with an M20C requires an agreeable A&P/AI to sign off everything I do, possibly DAR/DER, and FSDO if we run into particularly nasty issues. Building the RV only requires the ability you mention. Well built RV's also go for 100K to 200K depending on the model. Its unlikely a C will go for much over $50 no matter how nice it is.

What's misleading is saying that you can measure "too" lean from whatever position you make up. If you're gonna speak of something, then be correct about it. And it's not semantics, it's physics, math, and chemistry. Lean is measured from peak EGT and that is the only position/constant that matters. It's lean of peak, not lean of wherever you feel like starting. Sorry.

Nope, the question was, can you be too lean. And the answer is No. Your example is of being either not lean enough or not rich enough. It's not possible to damage the engine by running either too rich or too lean. And the reason for this is that the only "reference/perspective" or way to measure Rich or Lean is from Peak EGT. From peak EGT you cannot be either too rich or too lean, only not enough in either direct.

Yeah, I'm pretty sure I can do that. I'll go try it out.

Hmmm... I've got the turbo, full color easy to read engine monitor, plenty of cameras, come on Ross, let's do it.

No concern at all. I usually have a 60 to 70 degree difference between my hottest and coolest cylinders.

Yes, of course. We might even find you a hangar. Let me know when you firm things up.