skykrawler

Aspen avionics displays have a similar restriction. The documentation says it can't be installed 'used' in another aircraft without being returned to the factory.

For sale is an GDL69a removed from my airplane when the Flight Stream was installed. Included is the antenna, tray and back shell. The GA-55 antenna new is $375. A new connector will be required. These units interface to Garmin units as old as GNS-430 and MX20 for control. $1200. Shipping paid by purchaser.

Seems like 22L is used as the main runway and 22R is being used as a taxiway (like the closed runway taxiway H) or maybe only take-offs. There should be holding lines or WIGWAG lights on 4L/22R at that crossing - like they have for 13R crossing 22L and 22R. Do they even have runway signs at that intersection? I can see it being very easy to miss. It requires the discipline to follow the taxi route on a chart and verify progress. I think the controller confused them when a switched from referring to 22R to 4L - the initial clearance was to hold short of 22R.

Maybe not. OP says it clears up by 2500. Does with or without boost pump. ........ Check all the nuts on the spider are tight. Maybe not. Probably would have blue fuel stains for leaks at the spider. The spiders are very simple - piston with a spring that meters fuel at very low pressures (idle) and also closes off at mixture cutoff to prevent sucking fuel at shutdown. ..... Spark plugs / ignition.. Maybe. Mag check both mags through that 2200 rpm range up to full power. Also in air mag check on a full power climb. How many hours on those mags? What are the plug gaps?

Looks to me like a hard landing (for whatever reason) that broke the right gear and perhaps the spar. After the right wing departed the lift of the still flying left wing rolled the airplane. The tube was intact because they didn't hit anything other than the ground. Watch the Asiana 777 crash at KSFO to see a miracle. The wings stayed on and the fuselage intact.

At the IA refresher the guy from Continental said that optimal CHT temperature range is 360-380. The fuel pressures on that engine are supposed to be checked every annual (best case). You didn't really say what temperatures you were seeing, when during the flight, or what power settings were at the time.

One should indicate how many hours are on this 2008 gyro.

Something else seems to have changed. On airplanes with two mags I have seen the connection for the Garmin EIS connected right at the magneto screw with the P-lead. The dual mags have a knurled nut that connects the P-lead directly to the capacitor. So the EIS must be connected to the mag switch or some other thing (read bigmo above). So what he says makes sense. I think these systems just sense the induction from the capacitor since there is no real voltage involved when the mag is not grounded by the switch.

A go-around is not a take-off. If it was a landing then the airplane was likely configured with full flaps. A go-around is prior to touch down. A go around, baulked or rejected landing sequence should be full power, flaps to take-off, positive rate - trim, gear up. Clear of obstacles, raise flaps. If you practice gear up before flaps you leave open the very distinct possibility of sinking back to the runway, particularly in the worst case of accidently raising the flaps all the way. Choosing to raise the gear later and concentrating on the aircraft flight path is never a bad idea. Go ask your flight instructor. This is the M20J poh.....

Respectfully disagree with that order. The flaps should be changed BEFORE the gear is raised.

The are a number of OTS actuators that would probably work. The trick is having the manual extension ability if the power to the motor or the motor fails.

Those would be internal lock washers. As apposed to external lock washers. internal external Teeth washer

This is my understanding of running too rich: it washes the oil off the cylinder walls and fouls the plugs. (and it wastes fuel and pollutes the air more) I lazily copied this off the web: Key points about fuel wash: How it happens: When a combustion mixture is too rich, unburned fuel can pass the piston rings and into the crankcase, mixing with the engine oil, effectively diluting it and reducing its lubricating properties. Negative effects: Cylinder wall wear: Without a proper oil film, the piston rings can start to wear down the cylinder walls due to increased friction. Reduced engine performance: The diluted oil can lead to decreased lubrication, impacting engine efficiency and power. Increased oil consumption: The diluted oil can be more easily burned in the combustion chamber, leading to higher oil consumption

My airplane had the original rod ends on the throttle and mixture cable until experienced the throttle not reducing the RPM to below about 1000rpm. Replaced both with the alternate spherical joint (Heim joint). So its a thing. Not sure the airplane will actually land with 1500 RPM.

There is not a lot cadmium plated stuff in the fuel system of a Mooney or even a Cessna that I can think of. The drains are brass alloy. Hard lines are aluminum. Hoses are hoses. Not sure I get it.