Rick Junkin

It's an easy equation. Projected cost of overhaul divided by hours remaining to TBO = hourly set-aside for overhaul For a mid time engine on a J $50/hour is probably a little low.

I sent you a PM with my expense spreadsheet. My all-in budget, including hourly reserve for engine overhaul and hangar/aircraft financing, is $48K/year. Take away finance payments and engine reserve and I'm at $25K/year like everyone else. 150 hours/year.

Do you know what cylinder the cracked one was on? Could help explain the #4 and #2 behavior.

Old Republic gave me $250K hull ($2,200) with $1M/$100K liability ($300) for $2,500 total this year. Age 63, commercial pilot CFII, basic med, >1,500 PIC and >500 MM, 3,700 hours "other" relevant but not considered for insurance. I'm curious what your breakout is for hull and liability. Parker could answer this, but it kind of looks like there may be a minimum hull premium that doesn't increase linearly with hull value. That makes some sense to me if the underwriters are primarily mitigating for gear-ups.

Another advantage of the SOP of being configured and on speed at or prior to the FAF is it works for both fixed gear and retractable gear airplanes. I know that isn't a consideration for most of us, but it keeps things consistent when moving between one type of airplane and another (think Mooney/Bonanza versus Cirrus).

Slow to final approach speed +30% for segment A Gear and approach flaps at 2 miles/1 minute from FAF adjust power and trim for final approach speed Reduce power for final decent at FAF/GS intercept. I aim to be configured on speed at the FAF with all checks completed so only a power reduction and gear down confirmation remain before landing. EDIT: No coincidence, same as @Ragsf15e We have the same primary training background.

I've cancelled all my auto-renewals to what used to be the Belvoir publications. I'm out. I'll miss Aviation Consumer, but will replace it with search engine results when I'm looking for information. A little more work on my part. EAA (life member) and AOPA provide enough good info to keep me informed.

Interesting. The AOPA article makes it sound like this is something that just came about after years of them encouraging underwriters to do it. If it's always been available, was it maybe not available to folks in the over-70 demographic? Is there something specific that wasn't available before that is available now? Hey Parker, care to weigh in? @Parker_Woodruff EDIT: Maybe this is the part that's new or different? "This solution would provide senior pilots the opportunity to obtain liability insurance without many of the restrictions being imposed by some underwriters—e.g. requiring a third class medical as opposed to BasicMed, co-pilot requirements, requiring an annual checkride, or other constraints."

Here’s a step forward on insurance to allow our senior brethern and sisters who can afford to self-insure for hull to get the liability coverage required for other supporting parts of our aviation hobby. https://www.aopa.org/news-and-media/all-news/2024/august/14/new-liability-only-insurance-for-senior-pilots?utm_source=epilot&utm_medium=email

Just saw this on Beechtalk. If you can swing self-fueling and local storage of 55g drums is allowed where you are you may want to have a look. G100UL distribution on a small scale could be commencing very soon. It’s a start anyway. https://www.beechtalk.com/forums/viewtopic.php?f=7&t=231502

The actual EGT temperatures will vary between cylinders due to a myriad of factors and in themselves don't tell you much. The important thing about individual cylinder EGTs is at what fuel flow they reach their peak. Ideally all the cylinders would reach their individual peak EGT values at exactly the same fuel flow. That peak EGT value will vary for each cylinder but you want them all to reach their individual peaks as close to the same fuel flow as possible. That's what the tuned injectors do.

I added the picture on edit, wasn't there the first time you saw the post.

It fixed the flickering, but turns out I also have a couple of dead LED segments. I picked up some spare LED blocks and will replace the failed ones the next time I’m into the panel. I should have just R&R’d all of them when I had it apart last year.

...which begs the question again, can I load the release that has experimental v9.41 and select certified in the config and still get the correct certified v9.17, but perhaps with some bugs worked out? I know it wouldn't be legal, but would it work?

Interesting. I’ve seen Fail / System not usable with every software load so far, including the current v9.17. Thanks for the interpretation of the ADAHRS codes. I downloaded the internal G3X log today and will have a look. I’ll also take a look at what I can get from the G5 and it’s SD card to compare.

I’m thinking the same. I observed the ball on the G3X wandering left and right about half a ball in the climb while the G5 ball remained solidly centered. I recorded some video to send to Garmin and my avionics shop.

I'm curious. What publication has the banned list in it, and is it publicly available?

Thanks Skip, that's my plan. I have data logging turned on and upload each of my flight data from the SD card to Savvy for graphical analysis/review. I exported the complete internal log once just to see what was in it but didn't see ongoing value in doing that. However now I'll export it again so I have a single file with all of the data for parsing. I'll use the diagnostic fault log to narrow my effort. I'm not optimistic that I will learn anything useful from this, but I'll give it a go. If the internal log doesn't contain additional data fields beyond what is in the flight log files I doubt I'll find anything that helps me identify the cause of the disconnects, but I have to look. It sure would be nice to have access to the design documents that define the parameters that generate the AP fail status I'm seeing. That would at least show me where to concentrate my efforts. Cheers, Junkman

Zero posts here this year about anything regarding the Caravan's preparations for and activities at KOSH. Just wondering.

I experienced disconnects early on right after my avionics were installed in Sep 2023, with the -21 servos and the original gain settings that were producing pitch oscillations. I believe that was with G3X software v9.15. I have v9.17 installed now with the alternate gain settings from the M20 J/K GFC 500 gain addendum and the disconnects are still happening inconsistently at the 2 hour point, +/-. Once the disconnects start happening I can re-engage the AP briefly and then it disconnects again. But it isn't consistent and I've had some flights where the AP operated normally throughout. BTW the J/K alternate gain settings smoothed everything out nicely. Garmin hasn't offered any feedback other than to say they are aware and have added my data to their existing engineering problem report on the issue. The Garmin folks at OSH had no new or useful information for me. The log file data doesn't give any clues as to what is precipitating the disconnects. Garmin isn't sharing anything they may be looking into. My next step is to delve into the rest of the data recorded elsewhere on the G3X to see if I can find anything in the diagnostic discretes. That will be an extremely tedious exercise because to my knowledge there is no way to extract that data from the unit and I'll have to look at it on the G3X screen. I'm going to start with exporting the entire data history from the G3X (I think I know how to do that) to see if that data is more granular than the log file data, and then set to gathering the rest of the diagnostic data from the G3X screens. I'll let y'all know if I discover anything. It will be a week or two. EDIT: Has anyone figured out who the new "Trek Lawler" is at Garmin? I haven't had any luck identifying a technically astute G3X person who's able and willing to talk openly about how to get some of these problems resolved. Cheers, Junkman

This will likely prove to be a red herring but it’s out there. AOPA left their dual fuel Baron at OSH due to stains discovered under the wing with G100UL in it. Lots of interesting speculation but no reliable data yet. Read the comments. https://www.avweb.com/aviation-news/stains-on-aopa-baron-wing-to-be-checked-by-mechanic/

@Patrick Horan On your trip did you have any indications that #5 wasn't behaving properly? If it were truly not generating any compression I would expect you would see some anomaly in the EGT/CHT, although with a six cylinder engine you may or may not feel it in the engine operation unless you were specifically looking for it.

Don't give up on that cylinder quite yet unless there is a smoking gun that says it is bad, or there is some other indication of a problem other than the compression test. Oil puddling, depending on how much is there, can be explained in some cases by aligned ring gaps. Continental has a service bulletin SB03-3 about what to do when a cylinder "fails" a compression test and it can be used as a reference for your Lycoming too, if you want to use it in light of the fact that Lycoming is silent on the matter. Basically it says to fly the engine for an hour and check it again. As for #2 and #4, can you post pictures? I'd like to see what a bent valve looks like through a borescope so I know what to look for. Cheers, Junkman DIFFERENTIAL PRESSURE TEST AND BORESCOPE INSPECTION PROCEDURES FOR CYLINDERS..pdf EDIT: How much oil are you using? How many hours before you need to add a quart?

You’d do well to research the Mooney Safety Foundation (MSF) and Mooney Aircraft and Pilots Association (MAPA) to familiarize yourself with the rich history and experience base of these organizations. The MSF Pilot Proficiency Program (PPP) is recognized by insurance underwriters for discounts, so the weekend events are more than just informal courses. The M20M relevant documentation from Mooney and Lycoming leaves a lot of holes, and those holes are filled by the experience of the folks who have been and are flying and maintaining the airplane now. The original POH guidance was driven by both marketing as well as technical interests and if you follow it as written you stand a good chance of pushing your airplane too hard. We have all searched for the authoritative guidance from the manufacturers and have come up short because it isn’t in their best interest to update the POH and other documents with information that conflicts with the original publication content. However you will find bits and pieces of changing recommendations in the service bulletins and service instructions released by both Lycoming and Mooney through the years. It’s a research project well worth your time. Cheers, Junkman