Skates97

Update - Appears to be solved. They got to it earlier this week and found that the pin in the connector coming from the rpm sensor was loose. They re-pinned it and said it should be good to go. I was able to get out to the airport this afternoon and take it for a few trips around the pattern and there were no fluctuations. The tach looks to read fairly accurate at low rpms (idle) but once up above about 1,600 it starts to read too high. At 2,600 on the 830 it is near 2,700 on the tach and at 2,700 on the 830 it is above 2,800 on the tach. Seems that the higher the rpms go the further off the tach is. Next up will be to replace the old original tach with an electronic one instead of one that runs off a tach cable.

I searched around in the app yesterday but could not find anyplace where it could be turned on or activated. I think it is only browser related. You could use the browser on your phone instead of the app, that is what I'm going to do if shopping from my phone. Another option that I "think" would work is if you put it into your cart on the app, but then used your browser with the "smile.amazon" link to actually check out. My wife puts stuff in the cart all the time on the app and then would ask me to buy it through a JetBlue link that would give you points (probably similar to the smile link). That worked and the points would show up so I assume the same would apply here. I've swapped out the JetBlue link and replaced it with the Mooney Summit smile link, they can use it more than I need JetBlue points.

If they were all pilots and have weather related concerns it is probably because at some point they were involved in a weather related incident that scared them really bad, they were grateful they survived, and they worry what would happen if you ended up in a similar circumstance. Showing them the weather forecasting and data available, as well as the in-flight data available, and that you use it and have solid personal minimums I think will go a very long way. My dad flew in the Air Force, including a 4 year stint flying HC-130's with the Air Rescue Squadron up in Alaska during the early 80's. He has a lot of stories about low level flights through canyons looking for downed planes or missing climbers, night flights over and around the mountains up there, long flights in the soup over very inhospitable terrain, and unpredictable weather. He has never voiced any concerns about my flying, but he was amazed at what is available just on a tablet in flight and the online weather forecasting that there is now when I showed him. I think one of the biggest or perhaps the biggest advances that have been made that contribute to flight safety is the advancement of weather forecasting and weather conditions available before and during a flight.

I need to remember to use it... If I had used it for all 87 orders I placed on Amazon this year it would have been good. That will be my early New Years Resolution.

California is working on trying to build one, it's going to go through the central valley from.... wait for it... Nowhere to Nowhere!!!! "The voters may have wanted a train between San Francisco and Los Angeles, but first they’re getting a train between San Jose and an agricultural field near Wasco." http://www.ocregister.com/2017/10/07/california-high-speed-rail-blows-past-another-deadline/

This is the key. You can talk statistics, training, etc... all you want, but experience and time, showing that you make good decisions about flying will likely be what changes their minds.

My step daughter (17yo) was not allowed to fly with us for probably 6-8 months after I got our plane. Her father was afraid of letting her fly with me. (Truth be told he doesn't like me much... ) My wife didn't press the issue with him, we just let time go by as we took trips without his daughter while she was at his house. Multiple trips from Southern California to Arizona, Utah and Idaho later (involving real mountains, no disrespect to those who fly back east) he decided to let her fly with me. It helped that she really wanted to to fly and would talk to her dad about wanting to go. Her first flight with us was from Salt Lake to Southern California, she enjoyed it.

Checklists are there to keep us from forgetting or overlooking things. If you're switching between different planes I think that they become even more important.

I recently learned that at 2,700 on my tach it is actually only at about 2,610-2,615 based on the strobe the shop put on it.

Hmmm... Where did I see this before?

You beat me to it.

My understanding is that the C lacks the structural support to put shoulder belts in the back seats. Glad you have them in the front now. Hopefully you never need them. According to the FAA "Using shoulder belts in small aircraft would reduce major injuries by 88% and fatalities by 20%." That was reason enough for me to spend the money on them. seatbelts.pdf

I did that a few times with my CFI in the plane during my transition training. I didn't have shoulder belts so when I got them I got the ones with the push button release and problem solved.

With the Johnson Bar you can't use the space on the floor between the seats for anything, but I haven't missed not having that space.

It is wired to the mag. It could very well be a bad/loose connector. That would explain the erratic behavior. If it was picking up interference from an ignition wire which is one of the things they list as a possible problem on the JPI website I would think it would have shown constant interference. Is there a ground involved that would effect just the rpm sensor? Just thinking out loud. With the number of these that they've done I'm guessing they've seen it before. I'll see what they say Monday morning.

Many of you have read my other thread about the high RPM after take off. I was hoping the 830 would give me some hard data to use. The shop put a strobe on it and the tach reads about 90 rpm high. They checked everything out and couldn't find anything wrong. They also installed an EDM 830 and today I got out to the airport and checked the plane over and played around with the 830 a bit before taking it for a couple turns around the patch. First take off the 830 was reading 2,630 rpm and the tach was showing just over 2,700 which is consistent with the readings that the shop was showing (tach reading about 90 rpm high). The second time I took off the 830 started jumping around showing 4,000, 8,000, back down in the 2,000's etc. I checked the tach and it was at 2,800 which would be 2,700 given the error the shop measured. Obviously something wrong with the rpm's on the 830 given there were no great fluctuations on the tach and engine sound did not sound odd/fast. (Not sure why it would make higher rpm the second time around, I have read on some other forums that fluctuations in the tach could be due to issues with the tach cable?). Did my best to ignore the bright red warnings on the 830 in the corner of my vision and concentrate on the tach on the right side of the panel. Landed and while taxiing back at 1,100 rpm the 830 started jumping all over the place again. Stopped and just watched the instruments for a minute, no change to throttle or MP, no change in the sound of the engine, and yet the rpm's on the 830 were all over the place. I took a picture of it showing 4,840 and the tach showing 1,100... I'll give the shop a call on Monday, they have installed a lot of 830's but appears there is something wrong here. Here is about a 3 minute span why sitting with the tach idle at 1,100 and rpm jumping all over the place on the 830.

Especially along the coast. Congratulations!!!

Not picking on anyone, but that would be hard to miss on a pre-flight. Those look like they've been around for a while. I would have made sure it was on the list of squawks that I wanted the shop to take a look at, long before I even got to my annual.

No, I'm saying I don't understand what kid's college tuition has to do with whether or not I can afford a plane... I'm not paying their way...

I'm still not quite sure why college tuition for kids comes into play... My kids knew that if they were going to college they better get good grades in high school and test scores to receive scholarships. If not then they were going to learn how to be a poor college student and work their way through school. I haven't added up my costs through my first year (11 months) of ownership. Here are the rough ones: Loan - $233/mo Hangar - $400/mo (Like others I consider this a necessity) Insurance - $1525 (I had zero complex/retract hours, under 60 total hours, renewal after passing 200 total and 140+ in type came back at $1005) Fuel - $6,300 (Approximate, I haven't catagorized everything in Quicken yet but that would be 140 hours, 10 gal/hr, and $4.50/gal) Shoulder Belts - $1,000 (Some might consider it optional but I considered this a necessity. I did the install and I think paid my AP/IA $20 to look it over and sign it off.) Oil changes - $240 (Approximate, $20 filter plus oil, I did them myself, three oil changes) 500 hr Mag Inspection - $1375 (They were at about 430 hours when I bought it) Misc - $2000? I have not kept track of little things here and there on the plane That puts me right about $20,000 and does not include the first annual that is due next month To that you can add in some other stuff that was completely optional. I just had an EDM830 installed this week and I have a used SL40 going in next week to replace the Narco Escort II that was my #2 Nav/Com. I just fly VFR but plan on putting in a GPS/Nav/Com next year and starting on my IFR which will add to the bill. Contrary to some advice I bought the plane even though I could not have afforded to pay cash for it, nor pay cash to put an engine in it. I could if necessary do that using a home equity line of credit if needed. I looked at my finances and decided that I could afford $1,500 or so a month to chase down the dream of flying so I did it. I can't put a price on the memories and experiences that we have had since owning the plane, which I guess is why I don't really keep track of expenses to the penny. I am blessed to have a wife that not only enjoys the plane but encouraged me to get it. She also has never had any concerns about upgrades if it is to make things either safer or more enjoyable. She just flew commercial to UT to visit grandkids this week and was really wishing she was in our plane instead of wasting time in the terminal and then getting crammed into a seat next to whoever. It cracks me up when people say our planes are cramped inside, there is more room than flying coach class, even in the back seat of a short body...

Congratulations! I find it fun to look back at the track after I have been out doing maneuvers or just messing around.

I got a price quote from http://www.adlog.com/ last month of $170 + $20 shipping and handling for their complete package. After that it is $38 a year for the subscription service. I haven't decided yet if I want to spend the time doing it myself or just pay for it. I realize that may put my membership in the CB club at risk but then some future projects on the panel are probably going to require that I turn in my membership card anyway... Annual is coming up next month so I need to make a decision one way or another.

So the certified version has the heading bug? The Q&A on the Aircraft Spruce site said it was only in the experimental version but then sometimes those Q&A's are out of date.

Pilots-n-Paws flights from a couple weeks ago. Thomas – PilotsnPaws – Stockton CA to Phoenix AZ

I watched it with the sound off and never finished it. I did rewind it a few times to watch what kind of maneuvers he was doing but once I could no longer see the plane flying I quit watching. I used to look at car crashes and such as I drove by them, then one day I was driving past a scene and saw a pool of blood on the pavement coming from under a blanket over a body, I haven't looked closely at an accident since. I don't know if I would have tried to save him. I like to think I would, but until you are actually in that position you never really know...