Browncbr1

I wonder if the life of these rubber boots could be extended with armor all or something.

My step had problems retracting and I found the electrical tape wasn't all on very well and the rubber ring was broken. So, I put fresh electrical tape around tightly several turns. Works well now.

I was thinking about going too. not far from here at TYS..

Hope Tennessee folk would be welcome. I did go to AU though!

That's probably a better way to address the issue. Thanks for reminding me of that !

This may be why the temp went up with increased airspeed. The cowl had increased air pressure, which limited airflow into the cowl through the oil cooler. It sounds like I may benefit from a cowl closure more than I originally thought.

During a standard weather brief yesterday, the briefer asked me if I needed a drone brief. I said, how about a migratory bird or turkey vulture brief. She laughed and said she agreed. On that very flight, I had to turn at one point about 30degrees to avoid a vulture at 5500'. My CFI told me he had a Canadian goose come through his windshield at 10,000' and they never got the blood stains out of the cabin. Yikes!!!

Thanks for the input guys. Because I will be relaxing mags soon, I think I will install a new vernatherm while it's accessible. The one that is in there is nearly 20 years old now and I saw in this thread that being a source of problem. My a&p said he would ream it as well to ensure a good seat.

Right, that's why I was confused why oil temp went up with more airspeed. I was at 7500' 22.9" 2500rpm when I pushed the nose over. I went from about 140 indicated airspeed to about 150. I thought maybe it had to do with the position of the JPI OT sensor. It's on the front of the case. The previous owner used Exxon elite 20w-50, but he lived in MN... I've been debating if I should switch to aeroshell 100 plus, as I'm in a more mild climate and I always use my tanis heater below 50 degrees. Do you think oil weight comes into play with OT? My oil cooler is right up front on the original cowl. I would have thought that it should run cool enough with as little as 6qts, but adding oil seemed to have helped it.

I was cruising yesterday and my oil temp was around 200-203, then, I started a gradual descent without touching any power settings. The only difference was nose down. My oil temp went up and triggered my 210 degree alarm. All chts and oil pressure was ok. I had about 6.5 qts oil in there. I landed and put a quart in there and flew back home with same power settings... Still around 200 degrees, but didn't ever get up to 210. Does anyone have any starting point suggestions for helping this? 67 F Using Exxon elite 20w-50 Oat at 7000 was mid 70's Thanks

My first year insurance policy was $2100 with $50k agreed value.. This was based on me having only 15 hours total logged time... and I needed 15 hours of dual before insurance would kick in to cover me solo... I think my renewal will be about half this premium, but I will raise the hull value because of some things I've done to the plane since then.. .. I looked at it as a savings because I would have had to otherwise pay $155/hour to rent a 172 to do the balance of my PPL, and then have to pay for 15 hours of dual and complex endorsement. I saved all that by doing it together......

i ordered the parts... $109 shipped... It seems there is a following, so I figure the guy will continue to provide update support with additional capabilities... Will report back once I get it setup.

Because I was at 3000' and didn't want to do the slow leaning procedure at over 65%

I started to smell a little fuel in the cabin when opening the door after a day or two... I knew that it had been about 12 years since my right tank had last been sealed... I also have a few small dots of dye under the wing.... A friend suggested I check the screws on the sender, so I pulled the interior panel off to see that there is a leak at the aft root... It appears that at some point, the previous owner had a leak here that was patched externally... It seems the patch is starting to give way now... For you, I hope it is just the fuel sender screws that can be tightened... For the attached problem, it looks like I will be in for a little more detailed and costly remedy.... During the summer, it's ok, as I have all vents open, but I don't want to go into Fall and Winter with this problem. It seems to be coming from the bottom seam and/or rivets... sealant is gooped all over it.. All of the dye you see is actually under sealant..

The caveat to my gami spread results is that I was not running WOT... That's why I need to retest...

I had the entire fuel delivery system overhauled and injectors soaked about 25 hours ago... Do you think they should soak again?

Eventually, I will have enough time to set my K factor accurately and will report back FF then..

not including the plexiglass, it is 3-4 screws that hold the light in place with a retainer ring on the front.. two machine screws holding the power leads ... Be sure to reinstall with correct polarity as directed by Whelen. Super easy.. remove cowl cheek and retainer ring... takes 5 minutes..

NW of KDEN, there is a sod farm where AMA F3J and F3K RC soaring competitions are held from time to time.. I don't think they are published in NOTAMs either,,.. perhaps that would be helpful..

Actually, GPS and telemetry systems are what enable the owner to fly well beyond sight... With the right equipment, you can literally plug in coordinates and it will go there and back on its own. Any software hurdles will be overcome by hackers.. I think education is important.. Also, would be good to see RC fields on sectionals. I know of several AMA sanctioned fields that should be on sectionals, particularly the airfield just NW of KBDU, and the sod fields NW of KDEN...

I meant to say people turn RP in and out of our LP downtown airport all the time.

I did a few gami tests, but I think I should redo them with WOT at higher altitude and also do them a little slower so things could be a little more accurate.. Based on the few I did at 3000', 2500rpm, 21.5", 76 OAT.. it seems my average gami spread is around .8 gph...... cylinders 4 and 3 peak first nearly together... 1 and 2 peak later nearly together.. I think I had better do a few more tests with different power settings..

It is illegal for radio control aircraft to fly within 3 miles of an airport. And outside of that radius, they are not to fly over 200ft if I remember correctly. However, few do not follow these rules. However stupid the RC pilot might be, it is very easy to hear, see, and avoid manned aircraft by quickly bringing it down. But, the ones that are GPS driven with video goggles lose a bit of situational awareness compared to direct line of sight from the ground. The AMA has a clear policy in compliance with FAA regs and sanctioned AMA fields required each person to carry insurance and to abide by AMA and FAA rules. There are some bad apples out there, but no reason to shut them all down... If we shut them down, then we are no different than the commercial guys trying to get rid of GA. If someone is interfering with B airspace, then they should send out an FCC and FAA person to track and find the person and file a report with The AMA and possibly a citation if within the legal scope. I see plenty of manned aircraft scud running over dense populated areas, dive bombing , buzzing houses, turning right traffic rather than left, and other stupid things... Doesn't mean all of GA should be shut down. Infractions should be dealt with though.

I got my mooney with 15 hours total logged time. Basically, I soloed a 172, then started flying the mooney with my cfi. It took me about 3 lessons to get comfortable in it. Some people won't agree with me, but I think it's better to actually learn int he plane you will own... Plus, you'll save the cost of dual that will be required if you already have your PPL... The mooney is not as hard to fly as some people make it out to be, but you do have to respect it and just stay ahead of things.

Just today, I departed my home base and a few miles out ATC told me of traffic 12o'clock alt unknown 2 miles tracking 190... I was on a 350 heading... So I immediately turned right to 030. I didn't wait for ATC to advise any maneuvers. It was a small Cessna about 1000 below off to the left of me as I passed still climbing. If I hadn't turned, it may have been a near miss, as I can't see very well over the cowl when in a climb. All that said, I know circumstances were different and all for the F16. But, if I can decide at a moment what to do to avoid a collision with less than a year's flying experience, I don't know how the major will not be found at fault. It's a shame when people die from seemingly poor decision making ability. I'm sure the major feels terrible, but it doesn't bring back the father and son.