PeteMc

This would be great!

How much is "a bit" that you shaved off? You sure the "key" is fully into the drive or might it be prone to break off in not too many hours because of the stress just on the tip?

Interesting historical tid bit.... So you're saying the company that built the Tachs for Mooney, when they built the instruments, installed a Hobbs brand counting mechanism/dial display? Or were the all of the guts in the Tach supplied by Hobbs? I honestly don't remember the brand of my original Tach, but I'm sure it wasn't Hobbs. Guess it wasn't the original and was just what was in there when I bought the plane, but it failed not too many years after I got the plane and replaced it with a Horizon and it hasn't failed me yet.

Exactly!!

Sounds like it's a voltage problem if the Hobbs meter if it's running slow at low RPM. A Hobbs meter is just supposed to run in real time once it's turned on like a stopwatch. Typically it turns on with the Master, but sometimes it turns on with a squat switch for flight hours. It is not supposed to vary in time like Tach Time, which runs slow, in sync or fast compared to time of day pending what RPM the engine is running at. Even with the lower voltage at low RPM, I'd be surprised if the batter dropped below 12v. I guess it could happen pending the load, but just surprised the Hobbs runs slow enough for you to notice.

Getting back to your original question... I'd actually call whatever Approach you were talking to and ask to talk to the Manager to get some clarification. Approach it with him/her as a learning experience and ask why it isn't a "legal" approach and what would they recommend you do in the future. If getting and Approach into an airport that you're not landing at, then I'm in deep Sh*t as I had a LOT of those kind of Approaches way back when I was doing my Inst. training. I'm guessing a LOT of others here have done the same. So it may end up being more of a Learning Experience for the Controller once you discuss it with the Manager.

If the airport has listed it, ForeFlight will have that info. I'm assuming G Pilot does as well. If the info hasn't been listed by the airport, then it would be a pretty daunting task to *assume* a nearby restaurant is easy to get to. Having a program crunch numbers might show a restaurant .2 miles away.... But in reality it's on the other side of the airport and you have to walk around the 5,000' runway to get to it.

If it is a stuck ring, there was a <cough> unofficial oil additive that I've heard various mechanics recommend over the years. Not Camguard or AvBlend/LinKite, but I think it was in a small metal can like the old AvBlend use to come in. Maybe one of the engine gurus here can remember the name and comment on the use. (But the last guy that told me about it years ago I believe really knew his stuff.)

The owl works, but you need to move it around to different positions. Guy that had one on his prop said that the birds eventually figured out it was fake and kept landing on it. Once he moved it around a bit on a pole, birds stayed away.

Call Aero Space and tell them they can supply an Attorney at their cost to deal with this lien or you'll get one and anything you pay for the lien and the Attorney's fees will come back to them. This is exactly why you pay for the Title Search in the first place.

I actually did the spike strip for a while and it worked, but a pain getting it up there without a ladder or something to step on. But luckily the guy that always had the nest in his tail moved, so the birds moved on too. I have the "towel bar" antennas on the tail so my contraption was some of that orange construction webbing. There is a/was a think plastic big holes and more fine web kind which I used. I glued the spikes I got (easy to find in NYC as they use them on window ledges, should be online too) to the webbing and then used wooden cloths pins to attach it to the antennas and keep it in place. Birds couldn't lad on the antenna because of the webbing and the spikes kept them off the flat top of the tail. But again, just a pain to keep putting it on, but if you need to it worked for me. ADDED: But of course they're available online! https://www.amazon.com/bird-spikes/s?k=bird+spikes

Need to start working on them to get one up in the PNW. Maybe KSFF? Maybe even KCOE in the Sept. Think The Coeur d’Alene Resort would give us a deal????

Yes, approach. Hence my "...for the few approaches that do have..." Though most of those visual segments at the end are pretty short. So you better be damn fast with that sextant if you want to use it before you actually have to land!!!

Problem is, most pax would not have a clue how to work the radio. And as I understand it, the test is for pax that do NOT have any kind of aviation background. So no GA pilots are included or probably even frequent fliers in GA planes. The test (at least the one I read about a few months ago) was to test people that have no clue about how planes work, they just sit in the back and ride along.

Very true on that point. I guess I had two thoughts going on in my head and wasn't clear. There are a lot of cancellations, where in many cases there is no reason. But there are also some giant price hikes going on for older pilots, again for no documented reason. In both cases there does not appear to be any kind of actuarial science involved. And no clue how they can, but it will be interesting if AOPA can force or come up with any kind of solution.

Dare I read any of these posts without the fear of throwing things at my monitor or actually posting something like "are you really that stupid?" I did see the Sextant and Ham Sandwich comment that was requoted here at the end. Guess that would be true for the few approaches that do have a Visual component at the end. And aside from the obvious humor in all this, I hope no one actually thinks you can use an iPad (FF, G Pilot, WingX, etc., etc.) as anything more than an Electronic Flight Bag (EFB) for charts, plates and other formerly paper information. And, of course, a simple way to display ADS-B, TIS-B and FIS-B info.

Actually, that may not be the case. In an AOPA event last year there were questions on Insurance for older pilots. AOPA's answer, as I remember it, is that they had already made numerous calls to various insurance companies to substantiate their increasing prices as ALL of AOPA's data did not see an actuarial need. Insurance Co have had a LOT of losses over the last few years and they're apparently looking for various Profit Centers to make up the losses. I also believe AOPA is looking into how to change this and get fair pricing actually based ON THE NUMBERS. So if anyone is at an event will Mark Baker or other senior people, be sure to ask if there's any action on this and report back.

So you're talking about the Landing/Recognition light, not the Wingtip Recognition light... Correct?

Are you sure about the price? At least for GA vs the big guys? They don't list the price on the website, but I thought it was still in the $400 range.

Damn.... I hate it when that happens!!!!

I agree with @PT20J on the gauges. If they were not sent out for calibration while the engine was being rebuilt, they should be. Then if the numbers are still off, the mechanic can see what else is off. Note on the gauges.... I flew a big circle X-US trip last October. I had been doing a lot of short hops and wasn't paying much attention to MP. But on the long legs I noticed that I was putting in a lot more MP to make my normal speeds. And the fuel flow was not off at these higher MP settings. So did a quick check one warm morning and found the MP gauge showing a couple of more inches than the ATIS. And an additional note.... It was a ROYAL PAIN to find a replacement for the combo MP/FF gauge in my 231 !!!! No one had the parts to rebuild my gauge and there were none to be found. (I now have a source if you need one.)

My Pulselite system has the Recg Lite switch on the panel with all the other Landing, Strobe, Nav, etc. switches. Then there is a second toggle switch down on the center console (sort of by the flaps) that switches between Pulse and On. I have probably only used that switch once or twice since the original installation. Up until now there was always the heat issue while on the ground, so I just turn on the Recognition Lights and want them to pulse. Now that there is no heat issue, I may be turning them to just ON more often for taxiing on those dark nights at non-towered fields where there is little or no taxi lighting.

I had read about aero-lites.com before, but forgot all about them. That may be the best way to go.

I looked at a lot of the old threads and I know this topic has been hashed out over the years, but looking for an update from the wealth of knowledge.... Anyone see anything of interest at Sun'n Fun or any other local airport show? Looking to upgrade my Glare Shield lights to LED and would prefer Certified, but would go with a known manufacturer that could be signed off. Really don't want to just grab some unknow lighting off the web that may cause issues (of course in IMC on a dark night ). I do know about the SPT lights that Aircraft Spruce is showing. Anyone have any pro or con stories on them? I also reached out to @OSUAV8TER, but he's not currently carrying any Glare Shield lights.

Did you happen to notice the voltage during all of your flights? Was it in the high 13 or low 14 range? Did the JPI keep stopping on the Voltage display? (pending which JPI you have)