larrynimmo

One more note I want to make…. not unlike your cell phone, if the touch screen has any moisture on it, it won’t work right. This screen is very sensitive to humidity…and clean dry cloth can help my GTN650 needs no help…it always works perfect

In 2018, my second annual, I sent mine to TopGun in California…they changed the spring…lubed the unit, and changed the cable… it was $2,100 and they did it all in less than one week. how times have changed

For years I’ve had issues with my touch screen…and I wanted to send it back to get a new screen…instead they talked me into recalibrating my screen. this is a pain in the ass process, but overall not that difficult to do…before doing it, I couldn’t get my screen to do anything…at other times, only the bottom of the screen functioned…but today before the process nothing. you need to have a USb to MiniB cable…you have to have the communication cable hooked to unit and to your laptop…then and only then you have to load the driver…then load the “tool” program and pick NGT9000 from the menu select maintenance, the at bottom of laptop screen select enter…then you are in…press the Lynx screen for screen alignment …then I puts on dot on screen, you touch and release…then it goes through verification mode, and you reset unit. there are other utilities but I didn’t fool with them. after power cycling several times, it never failed ….

As a back-up to altitude awareness, by Foreflight data line lists “GPS altitude”. Everytime I fly an approach, I make sure that my Promax, G5, and 6pack alt are reading basically the same

I failed my private pilot practical the first time…I was devastated…two weeks later I went up again with the DPE and I aced the balance. two years later i had a “date” with the DPE for instrument….this time, I resigned myself that I would fail, and then retest as necessary. This made me feel so relaxed and not pressured…not only did I pass, the DPE told me I did the best he had ever seen for upset attitude recovery. After we landed, and I was cleared to taxi I failed to stop to do the “post landing checklist”…and DPE took exception…I explained that I had covered all of it in the landing roll…(thank goodness I didn’t miss anything)

That is what I was looking for when I bought my 1981 Mooney M20J….and what I bought was a lower hour airframe always hanger kept…with a wore out engine. my task was started…installed new engine, prop rebuilt, new govenor, new engine monitor, new starter, new alternator, new voltage regulator, all new state of the art avionics, new battery, new tires and brakes, redid the interior, all new LED lights including strobes, sent out my landing gear box to have the no back spring, plus serviced, tanks resealed. on Wednesday when my plane wouldn’t start due to a coil shunt on my starter solenoid I came to the realization that no mater what I do, it’s now a 42 year old airplane.

My original one was a SAZ9201A…. starter solenoid….

The coil was “shunted” and will trip the 10 amp breaker for the solenoid AI and I installed the PMA solenoid from spruce… to reduce wire tension, we had to push slack starter wire from engine compartment into the cab.

My 201 m20j 14v havr a bad starter solenoid….where can I get one

Something I would like to mention is that (while training for instrument) when I was flying one day to join friends for breakfast and there was a solid marine layer I debated getting an IFR clearance…but ultimately I turned around and flew back to my home airport. there is a saying…”a little bit of knowledge can be dangerous” after getting my ticket, I still had several approaches that didn’t go well because I entered unusual handling…my second real approach, ATC had me 3,000’ above the FAF and vectored me almost directly to that point at a 90 degree angle intersect, set up for a LPV, and ATC tells me to “join the localizer”while getting beat up in the soup….so I tried to program for the ILS, and guess what I blew through that intersect and was redirected

With my plane, I only do the wings just outboard of the landing gear….i use the ACF-50….it only takes about 5 oz…the key is using 80 PSI and truly fogging the wings rather than spraying. I do it every year at annual…rivets will smoke and there will be residue mainly on bottom of wings for the entire year

I am so amazed by how many Mooneys there are in my area….(easton MD)…everytime I fly I hear them on the radio, definately a disportionate number of Mooneys

The way I inspect…. buy a cheap $20 borescope on eBay that has a plug in for I phone or samsung tape it to a copper capillary (very thin copper tubing). The copper can be arc such that you can fish it through the tailpipe into the muffler upon examination…most of my baffles were blown away

About 6 months ago I looked to upgrade from my J and I discussed with my AI…he asked why?…1. You know your plane, 2. Most of your trips are under 100 miles 3. Bigger plane adds more maintenace costs with very little benefits. in the end, it’s about your mission…and for my mission, my IFR stellar J is my ticket for affordable “jet set” plane for those under 100 mile trips

My AI told me when setting the timing of a double mag, the only time he is concerned is when the contacts open at exactly the same time

Just what it looks like…I will send a picture

Point of fact…with nosewheel centered, the rudder shouldn’t be centered,,,it should be about 10 degrees towards the passenger side of the plane

On my 650 hour Lycomming IO360 that I aggressively broke in I always had considerable oil consumption…typically 1 quart 5-8 hours but oil stays clean and I change it every 25 hours. Since I only add 6 quarts at oil change, I keep my oil at 6 and add when it goes below…by the time I do my 25 hour oil change , I drain back out 5.5quarts and had used 3 quarts. summary 9 quarts lasts me 25 hours. I wish I had lower consumption, but it is what it is and it is stable…never metal in filter or screen…cylinders look good with nice cross hone except there is some scaping wear above spot on cylinders where the rings are at top dead center my engine also leaks at the main shaft seal for the propellor…but doesn’t leak much…mechanic said it’s not worth the effort to change it

When you flip them, did you re-use the tubes?

The other day I went to land at a2,750’ runway…and plane was high as a kite!…no wind. I decided that half way point was touch down limit to go around. I hit that spot, decided not to go around and applied brake sparingly and stopped short of the end, but felt I should have more aggressively applied braking. for my comfort, minimum runway after touchdown (sea level) is 1,200.

One time, not long ago, I was flying back from ocean city Md back to easton md…short 1/2 hour flight…clear turbulent skies…I knew it was going to be rough…I really got beat up, but I was able to somewhat easily use my 650 touchscreen as needed (mainly frequencies) I did have other choices…leaving earlier or later, but I chose the middle of the day when the turbulence was at its worst. My wife and I experienced motion sickness on this flight. I won’t often knowingly make this type of flight again…”it leaves a bad taste in your mouth” that being said, at no point did I feel that the flight was unsafe,

If all else fails…and decide this very quickly…do a flooded engine start procedure…. full throttle no fuel….then start adding fuel and it will start. to quote Don Maxwell….”It’s a Lycomming, it’s flooded”

I probably have 2000 landings in my J….and I do really check for crosswinds when I plan on landing on 25’ strips. 40’ is my minimum comfort and I consider 2,500’ length or longer with no issue. the other day, I did three night landings at my home base with full stop by 1,700’ and wasn’t really trying to nail it….my guess is 1,500’ is possible

I used to fly there twice a week…when my GF lived in baltimore….now that we are married, I only fly up to Martin once a month at the most…. I owe you an appology