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Rick Junkin

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Rick Junkin last won the day on July 19 2023

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About Rick Junkin

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  • Gender
    Male
  • Location
    Kodak TN
  • Reg #
    N1088F
  • Model
    M20M TLS/Bravo
  • Base
    KGKT

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    rickjunkin@yahoo.com

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  1. @Danb I had my right eye done a couple of years ago. I chose a multifocal implant and have had great success with it. Minor halos at night, but less annoying than the halos from the cataract. I chose to prioritize intermediate and far vision and that has worked out great in the cockpit. I keep a pair of glasses available but I haven't needed them yet. I did need a laser treatment to clear up some minor cloudiness about 9 months after the surgery but it was a non-event. Monovision implants will allow you to fly as soon as your ophthalmologist says you're good to go. Multifocal implants require a 3 month waiting period before you fly. Your brain needs to adjust, as Hank has described. Your post about being legally blind in one eye just popped up. That raises the risk bar, but the odds are still well in your favor. Trust your ophthalmologist to advise you on the risk/benefit analysis to determine your best course of action. That being said, I have been amazed at the capability of new technology and the relative ease of the out-patient procedure. You have my best wishes for a great outcome should you decide to proceed. Cheers, Rick
  2. Thanks Anthony - yes, still wanting pics of the various filler necks. Cheers, Junkman
  3. I use a throttle lock when I'm away from my hangar.
  4. How about a deadman switch key on a tether, like on a jet ski?
  5. Here's my technique for a positive visual check that the mag switches are off. These are simple white labels I made with my label maker and trimmed to fit the top of each switch. When the mag is ON the labels disappear into the switch housing. It works really well with my visual post-shutdown flow check. I can easily see them from outside the pilot's side window, and I check them every time before I approach the prop. I can reach through the IFR window (assuming I remembered to leave it open) to turn them off from the outside if necessary. Cheers, Junkman
  6. @AGL Aviation Lynn Mace, former owner of AGL Aviation and now working for Don Maxwell, is one such expert. Cheers, Junkman
  7. I had my shop rewire my speed brake indicator to the annunciator panel, instead of the small amber indicator lamp from the original install. To replace the annunciator low fuel indication you can set the level for a low fuel warning on the G3X that pops up a red CAS message on the PFD with an audio alert. I think the tank fuel quantity indication also turns red, but I'd have to check that. You can set it to alert at the same point as the OEM lights. It's done in the G3X configuration mode, which you can easily get to for customizing your alerts and warnings. Your installer can show you how and where to do it, or you can reference the experimental G3X Touch installation manual available on the Garmin web site for the details. You can also add colored tic marks to your EIS gauges to mark your "standard" settings or temps for a quicker visual crosscheck. The STC requires the POH values be used for the white/green/yellow/red ranges on the required indicators, but you can put tic marks and alert/warning limits wherever you want them. The CAS capabilities are really great because you can tailor them for exactly what you want to see and when you want to see it. I liked the ability to set limits on my JPI 830, but the G3X PFD CAS messages are head and shoulders above that. Cheers, Junkman
  8. Read the SBs (446 & 471) and SI 1409 regarding the use of LW-16702 carefully. While Lycoming has approved the additive for all Lycoming piston engines that don't have a clutch mechanism that shares the engine oil sump, Lycoming requires the additive be used in the 0-320-H, O-360-E, LO-360-E, TO-360-E, LTO- 360-E, TIO and TIGO-541. So while it won't hurt anything to use the additive in our TIO-540-AF1B, Lycoming doesn't require us to use it in our engine. To each his own on the decision about what's best for your engine and operations. Cheers, Junkman
  9. Start with the last couple of paragraphs for the recommendation. The main body of the article details the TCP/TPP evolution and talks to the chemistry behind it all. https://www.aviationconsumer.com/maintenance/phillips-66-new-oil-lycoming-additive/?amp=1 Cheers, Junkman
  10. I know I read something comparing the two and I decided to not use the Victory. I'll see if I can find the article/technical paper. Cheers, Junkman
  11. +1 on Phillips XC 20W50 and Camguard. At oil change I put in 2 gallons of 20W50 and a full bottle of Camguard. That puts my oil level just under 8 quarts after the leak check engine run. I get about 12-14 hours before the level drops just below 7 quarts and I add a quart and that takes me to the next oil change. My top end has about 500 hours on it. Cheers, Junkman
  12. Does anyone with the 102 gallon capacity tanks have pictures of your filler necks you’re willing to share? I’m interested in the size, shape and location of the holes or cutouts that vent the necks for the extra capacity. Thanks in advance. Cheers, Junkman
  13. My bad, my removed gauges are the cluster type. I thought I might be able to remove the oil temp gauge from the cluster block but no luck so far. Not so many cheers, Junkman
  14. I have one I pulled out of my '89 M20M last year. I'm headed out to the hangar in a bit and will look at the model number and let you know. Cheers, Junkman
  15. I rode in a Cirrus for the first time this past Monday. My client is an experienced Cirrus owner and a good stick. I asked a number of questions before and after our flight about powerplant and systems management and the answers generally started with "Cirrus says to do it this way...", which amounted to standardized rote procedures and settings. But they worked, it was easy, and the airplane was comfortable and provided a nice view outside. The thing Cirrus has achieved is the perception that you can treat the airplane like a car and use it essentially in the same way - jump in, get somewhere fast without much "twiddling" of systems or power settings, park it, and be on with your business. They've made it an easily operable transportation tool. This can be both good and bad, as the accident reports have shown us over time. It really depends on the rounded training and discipline of the pilot. I'm an aviator and engineer and truly enjoy the things Cirrus has worked so hard to remove from the act of committing aviation. But I can see the allure, almost like moving from a slide rule to an electronic calculator. I could make a slide rule sing, but the kid beside me could use his RPN HP to almost keep up and not need the knowledge or skill required to operate the slide rule. Yes, I eventually got an HP 34C when I could finally afford one. And that may be the difference in this analogy, as I don't think I want to afford the Cirrus cost of ownership. And then there is the whole "lifestyle" thing. I have some good friends that are Cirrus owners and exceptions to the stereotype, but generally I fit better with our Mooniac world view. So full circle to my original post. I think the key data in this Baron/Bonanza story is that they delivered a total of 10 piston airplanes last year. Cirrus produced 10 piston airplanes per week last year! https://www.aviationpros.com/aircraft/business-general-aviation/news/21291428/cirrus-aircraft-scrambles-to-keep-pace-with-demand. A bit of apples and oranges because the capabilities are different. But the point is the demand is there for the SR airplanes for what ever reasons, and not so much for a six seat single or twin. I'll be watching with great interest to see what decisions Textron makes in the coming year. Cheers, Junkman
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