Browncbr1

Congratulations,. Let the spending begin!

You might want to use rtv silicone to laminate a piece of baffle to the scat tube where it touches. That took care of abrasion for me.

I am based at 1000' msl and usually see GHP in the 17s but it changes with DA and as you climb. Are you certain this is a new phenomenon with your engine? You can check to make sure your pumps aren't leaking by setting mixture to cut off and running electric pump to build up pressure to max value. Then, turn off. It should hold pressure. If pressure drops off, then you have a leak somewhere. I check this before hot starts, as its needed in order to clear the lines of vapor anyway.

This happened to me and it turned out to be a cracked flare inside the blue reducer fitting on the 1/8" aluminum line.. It did not appear cracked or broken until the blue but was loosened to inspect the flare.

If you are up near Greenville, there are mountains to the west,,. Blue ridge mountains.. And other hills toward atl. Anyway, I didnt hear radar contact until I was at nearly 6000'... Anyway, just careful around military routes.

I was flying low near the mountains of SC and got on ATL center, but I was still in the radar shadow from the mountain. During this brief time, an Osprey flew right by at same altitude. No radio warning... be careful of the instrument training routes. I don't think they saw me and I know they aren't on frequency. The only time I was made aware of military traffic by ATC was when I was told two F-16's were going to pass under me at 500' AGL 240kts on VR1052. That training route goes directly over a small private strip... I get chills when thinking about the F16 that hit the C150 in SC last year.

It is weird that your ram air boot seems to indicate the opposite of sagging engine mounts. Did you check to ensure the lower cowl is secure to the firewall and steel tube stays? I don't think my boot is that sharp.

Watch out for the military training routes... I'm a little more on edge around those than MOAs.

when is the last time you soaked your injectors in hobbs?

If a circle to land requires staying inside 1.3nm from the runway, can a 747 even circle inside 1.3nm ?

I saw this on your website... Manual Gear M20B-M20G $ 1,430 Electric Gear M20B-M20J $ 1,560 So, am I to understand that my Manual gear F model gets the $1430 rate? Is there any tax? Also, what is your rate for aileron/rudder rigging?

I recall in the maintenance manual that there is a spec for how far the starter motor bendix should be from the lower lip of the cowl. I think it was something like 1" ... I know you have a cowl closure mod, but might be worth just checking that visually if you're able... it might provide clue regarding the motor mounts. I'm sure you've already cleaned plugs,,etc.

I find that if fast, I level off 20' or so off the ground until slow enough, then descend to ground effect for flare. This allows you to slow down much quicker than if you go into ground effect at the same speed. It also reduces the chance for a bounce

Yea, I figured there would often be waiting for release on busy atlantic airspace. here in the SE, it doesn't seem to be too bad. I don't have a GPS, but the VOR routing isn't too bad, except for one of my destination airports... It's 1 hour VFR, or about 1.6 IFR... The VOR approach has you fly way past the airport from our direction.

I thought you had to have a flight plan on file in order to fly in controlled airspace in IMC?? Do you mean I could get a VFR on top clearance departing C airspace without having filed a flight plan? I did recently go to do some practice approaches locally and forgot to specify I would do them under VFR and she came back to me with an IFR clearance..

Thanks for commenting guys. Yea, I suppose filing in the air is an option as well. I'm just in the habit of filing on my ipad before launching.

I remember someone around here said that they always file an IFR plan (but try to fly VFR to save time) so that they can activate it in the air if needed along route.. Question... If doing this, and you are VFR quite a ways away from your IFR filed route, do they typically give you a different clearance relevant to your position and destination, or clear you to join your filed route? Or do you need to ask for an amended clearance before they will offer it? Is there a procedure or is it up to the controller? Just curious.

I hope either lasar will still be selling the oil cooler mod or someone else after/if they close. Since the whole thing would be in parts anyway, I would prefer to do them both at the same time.

Please remind me if your F kit will include oil relocation to the aft baffle or if you just did this to accommodate folks who already have the lasar stc?

I just spent an hour talking to one of the world's leading fluorine chemists... wow i got a major, longer than expected chemistry lesson. Basically, what we are trying to accomplish can't be done chemically without mechanical means of application. There are molecular structural reasons in ice at low temps that cause ice to attach to surfaces mechanically. He said a mechanically bonded teflon similar to a frying pan would be needed for a chance at inhibiting this mechanical bond. Teflon on frying pans are applied by physically pressing teflon powder to the aluminum with big time pressure to cause a mechanical bond. It cannot be sprayed on... This means the surface is also brittle if bent, vibrated or if abrasives hitting it. I bet this had already been experimented on aluminum props, but either didn't make it anywhere due to short longevity of the coating or it caused some other problems because on the very small scale, this kind of teflon looks like rime at the surface. who knows... He said what we are looking for probably can't be achieved in fluorine or other chemistry. I'm going to shelf thinking about this anymore since by brain just exploded.

I have a battery tender as shown here. https://www.amazon.com/Deltran-Battery-Tender-021-0128-Charger/dp/B00068XCQU Ive always pulled the battery and plugged in during annual. I've never had a problem with these for sealed or unsealed batteries. Is there a functional problem with the battery tender vs the battery mender brand?

Beware the bumpy runway

Does the d10A stc require the hsi page to be permanently disabled for certified primary installs? Perhaps the D100 won't be long for us too.

what he was getting at is that some IAP plates have become covered up with so much information that it's sometimes difficult to quickly reference and know all the ifs, ands, or buts that dictate a legal approach in a jam. Many of the different minima are so similar, it is too difficult to really discern the difference anyway, so the minima should be common if calculated difference is less than 100ft or half mile.

i agree, but has the FAA ever actually simplified anything?