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@Bob_Belville Hi Bob, Let Nancy know that my wish list is ready also, I can get it to her whenever she's ready! Merry Christmas to the both of you and thanks for all you've done for my daughter and I this year! Ron

Very interesting, I sit corrected...once again. Wonder where it changed, as mine is weighed with it in, not drained, and asked for max fill. Ron

@Raptor05121, I'm not completely on board with the book here if it said to weigh without engine oil. It looks to be different than all other service manuals that I have read, including mine for the K, says to fill engine oil to max which is 8 quarts prior to weighing. I do agree with only having un-usable fuel levels in the tanks. Ron

In an issue of Flight Training magazine they talk about mnemonicswhen an engine died he used:(F)irewall everything(U)ndercarriage up(C)heck which engine failed(K)ill itand the second word(M)ags check(E)lectrics check.In the article the plane was full of parachutists that all bailed shortly after the pilot shouted the mnemonic!

I could see not denying the claim for an expired medical if the incident wasn't caused by a medical condition or issue, but if you were to suffer a medical event causing the incident while flying on an expired medical I would think they could definitely deny the claim, no?

Okay, guess I'll finish up that PPL pronto, thx Ron

So, Hypothetical situation, A guy who has no pilot's license or medical, and I don't mean he's not current, I mean he's never had either. If he gets caught, what can the FAA do? There's no pilot's license to suspend, do they call in local law enforcement and cite him for something? Sorry for the tangent, just curious. Ron

@Rookie, I sent a PM to Patrick (@Caws12) yesterday morning but have not heard back from him. If I do not hear from him by end of day tomorrow I will PM you. Ron

@mooneygirl, For my own selfish reasons (IR check-ride scheduled just over a month from today), best article yet! Congratulations on the rating and your perceverance. The training is exhausting and rewarding at the same time. Unlike PPL training I do find myself willing to fly longer as there are rewards (or failures) at the end of each approach and both seem to spur me on to the next approach, either to better the last or try a new one. Again, congrats! Ron

My apologies to the OP, as my "jibber jabber" is putting no less oil on his gear door. I will take my tangent else ware, sorry! Ron

@jetdriven, Yes, agree that the Osh procedure is an outlier and I used it as such to point out that there are situations that go in the face of what people are stating APS says is gospel. Everyone is saying that the turbo (housing and bearing) are coolest at touchdown, which I completely agree with, but no one seems to think about what it takes to get to the chocks. I taxi for approximately 2 minutes at my home field to get to my hanger. I taxi between 1000-1200 rpm because it keeps a charge on the battery and my POH says at least 1000 rpm, also leaned aggressively on the ground (which adds heat). I will send you any of over 50 flights worth of data that shows the oil temp, CHTs, EGTs, TIT rising after touch down during taxi, thats whats supposed to happen according to APS and everyone thats quoting them, and it does. My point is not that APS isn't correct in their statement its that none of us make it a regular habit to shut down at the point where they say its the coolest, so give people a bit more information on what to look for to put them in the best state before they pull the mixture, that's all. And they may do this, I've never been to their course, plan on going, just haven't been, but no one is saying anything other than we should shut down immediately upon touch down cause that's when its the coolest. My procedure is to taxi as stated above, get to the hanger and watch the TIT, when it starts falling and the oil temperature starts falling I move the mixture to full rich throttle to lowest idle wait 10-15 seconds while I watch TIT plummet and then pull the mixture. That's my process, beat it up if you like, but I'm looking for these things to trend in the right direction, most importantly (to me) is the oil temperature. I'm not trying to argue with any one and I apologize if I'm coming off that way, I just don't see the blanket statement fitting in most of my situations. Ron

We've been down this road before and I think that APS has done a fantastic job putting some OWTs to rest. However, for folks to put a blanket statement out there that APS has sensored an engine and by doing so they've proven that my Mooney's turbo is coolest at touchdown and I should just shut it down when I get to the chocks without them knowing what it takes to get to the chocks is somewhat unreasonable. I joined 50+ other Mooneys in the caravan to Osh this year and by the time we taxied to parking (through the grass) my tit was almost 1200df and oil temp was well above normal cruise temps, I have the JPI data to prove it. I idled until temps were where I wanted them. There was a poster on the BT turbo cooldown thread (referenced above) that said they will not allow anyone back for B2osh that doesn't shut down there engine immediately and disregard cooling their turbo, I can only assume he owns a turbo rebuilding company cause that is simply insanity in my opinion. I am absolutely not doubting what APS proved, I am only suggesting that there may be extenuating circumstances that may put some turbos in a bad situation prior to shutdown if their science is taken as a blanket solution. Giving folks a better way to determine what factors lead to coking of the shaft bearing and other things that lead to turbo failure and how to recognize them may be a better avenue to getting some folks on board with the science. I have a lot of experience with a lot of different turbocharger applications and I can manage my own system as I see fit, I understand this, I will shut down when CHTs, EGTs, TIT and oil temperature have stabilized or are headed in the direction that I want them headed in, if they are there when I arrived at the chocks then I'll shut down, if they are not then I will run the engine in a certain configuration as long as necessary to get them there, even turn into the wind if need be. I think the APS course is a great tool and I support it, I just have a difference of opinion on how they state this solution, or how folks that have listened to their explanation are regurgitating it. Ron

I was so excited that I stuttered on the shift +1 key, sorry! I'm in! I'm in! I'm in! Just practicing!!!!

I'm in!!!

@MooneyMark, We are not sitting behind a radial engine here. I would not be comfortable with an airplane that "marks its spot" out of the exhaust anymore than a car that does it. The oil should stay in the engine sans the bit used to help the rings seal to the cylinder walls and gets burned off. Ron

@DanM20C, In my turbo experience (150hrs M20K and 1000+hrs in race/street cars) no, there should be ZERO oil making its way past either shaft seal (ceramic or step ring). Like you, I take a quick fingertip swab of the exhaust pipe at pre-flight as I also check for looseness. I have built, re-built, destroyed and replaced many a turbo over the years and there should be no oil visible outside of the sealed center housing of the turbocharger. Ron

@MooneyMark, If it were valve guides (we don't have valve stem seals that I'm aware of) you would look like an airshow performer at startup with smoke billowing out. Especially the first start up of the day with a cold engine. This appears to be raw oil exiting the exhaust, it is probably coming from the turbocharger center section past the shaft seal in the turbine housing. Now it could be a bad seal or it could be due to the turbo charger filling with oil due to the check valve leaking or a weak scavenger pump or a combination of things upstream. If your mechanic has a borescope then it should be pretty simple to look into the turbine section of the turbocharger and see if the oil is being fed into it via the exhaust or if its coming from the turbocharger internals. my .02 Ron

Way too early in the morning for this, save these insidious images for evening viewing when there is alcohol to blur them!

If you have an articulating seat you may need to raise it all the way up as this will move the rear part of the seat forward of the rear rollers a bit.

FWIW, Lycoming Factory Overhauls are built to (within) service limits and are time-continued engines in the logbook. Lycoming Zero-Time Rebuilts must meet new drawing specifications. Since Lycoming designed and built your original engine, only Lycoming has the ability to rebuild this engine to “new-quality” specifications and tolerances. Any reused part used on a Zero-Time Rebuilt must also meet new part specifications. http://www.lycoming.com/support/tips-advice/key-reprints/pdfs/Key FAQ.pdf

@Alan Fox Hi Alan, This what you wanted?

@kortopates Thanks Paul, Again, it may just be that I'm not educated on the proper process to delete that waypoint. But I am able to go direct or activate any leg that is loaded beyond the approach and I can do that at anytime while sequenced in the approach, so I don't necessarily have to wait til over or near the IDU VOR. But I do get your point about being able to have the fully cleared route loaded and sequenced in the FPL. Ron

@kortopates Hi Paul, I loaded the departure in the IFD540 simulator and into the IFD100 app just the way you mentioned before I initially responded, but I was unable to clear/delete the CWK waypoint. Not sure if I'm just not educated in the ways of doing it or if it blocks the action as it's part of the procedure. Ron

And the experimental version is $12.99...shipped! Comes with its own light and a gps locator so Santa knows where you live! Ron