larrynimmo

Sorry GeeBee….KMTN doesn’t have an ILS…and while it seems like the same thing….it’s the LDA33.

Two years ago I had flight following and was cleared through the Baltimore Bravo…at the first controllers had asked me…I was going to fly beneath the outer rings. as I entered by the north, another controller made a rather rude statement to the effect “you are in the way of everything!” And he vectored me and forgot about me and as I entered what is militsry prohibited area that is always hot…I called and asked for vectorsback to my home airport in Easton…he gave me a direct to instruction through a military area. As soon as I was out of the military area he cancelled my flight following I didn’t sleep well that night, I filed a NASA report in detail…and luckily never got that dreaded phone call.

my “mission” was training and only short flights, I never filled the tanks….a second reason is that the more fuel “weight” I had in the plane caused fuel to leak through the fuel sender gasket. my go to was 20/25 gallons

In my history of owning my plane….after my first annual, I began to do some overnight flights…a couple had light rain showers… and I had a few take-off “burps” (even though I had sump both tanks and gascolator). I looked in my log book and sure enough, the AI had replaced my “O” rings in the fuel caps, just as he had done every annual and it was cafefully logged in the log book….upon inspection of my own the external “O” rings were split and cracked…but the real sin was the little center shaft was cooraoded and leaking horribly… that AI was never allowed to touch my plane again!

If it sounds to good to be true….

When I retract my flaps, my nose will point skyward…unless I adjust my trim down… I don’t lose any height, in fact my rate of climb and speed increase significantly. in my J , flaps enable a lower speed take-off, but in my honest opinion don’t help me climb over obstacle. I am not an engineer or a test pilot

My thoughts…. I have almost 1,000 hours…I work hard at being a qualified, skilled, proficient instrument pilot. In training and in real life have flown over 300 approaches. yet I have never flown “right seat” as a safety pilot (or passenger) in actual imc conditions. the thought really scares me, unless I would have full instrumentation on my side of the plane. Can I as a safety pilot react in time to save a failing pilot?…and perhaps I get disoriented and wrongfully take over a neutrally flying plane

Exactly what I had thought from the videos and analysis

I flew in 1970s and almost got my license in 2017 I bought aJ. Took PPL lessons in a warrior till I soloed….then I did the 15 hours of transition in the Mooney…took my ppl test in Mooney and failed due to landing proficiency issues…two weeks later passed easily. best purchase to make is the LHS…landing height system…calls our your height so you can grease every landing. Occasional now I turn off the system and what I have found is that it has trained my expectation of height and patience to touch down….it does require a longer distance to touch down and makes it harder to hit a spot…

A recent trip to Myrtle beach… both directions

Perhaps an extensive use of steel fastners to reattach your interior panels

I don’t know anything else….yet

One got bad enough on my plane that AI removed the bolt down flange, faired it, then re-riveted it…does t look perfect

FYI….at KESN, 72’ MSL…with baro at 30.72, 10k head wind 25 gallons of fuel, two light adults actually took off in less than 500’ with a J…

My airspeed switch is over 65 knots

As a matter of fact…. larry weighs in at 162…6’0” and everyday does 15+ miles on a recumbent bike …just turned 68 years old and hope I am never characterized as “an average American”

Believe it or not, timing was always within one degree of 25BTDC…my speed run was in light wind conditions (I have an Aspen Promax) which helps distinguish wind…165 in back to back directions…didn’t do the 4 way method.

I do contend if the new 100UL goes to 3x of automobile fuel, av fuel sales will fall by more than 50%. Thereby reducing fuel sales everywhere…airports will close …McMansions will win out lets face it…if you own a plane you can afford the $450-$500 to pay for the stc. But how often will you fly to burn $10 gas? my guess is that I will “down size” to a plane that will use MOGAS

I applaud GAMI, their research, their testing, and their lobbying, and most of all their ability to bring a product to market. free enterprise prevails….but at the same time, their are free market conditions that will allow others to bring their product to market. to a large degree the government will be (in effect) mandating a specialized product (if they indeed ban leaded fuel). From my standpoint, the government should subsidize the cost and offer limited price supports

Be willing to pay for a J…. 1. Has fuel injected motor…can easily run LOP 2. better fuel mileage and speed…better than 10 knot speed advantage… 3. More room (less useful load) 4. Cowling can be removed in 10 minutes by one person 5.much better engine cooling design 6. Dry electronics (more difficult to upgrade) 7. Cleaner wingtip lines on newer J 8. resale value 9. no recurring AD prop inspection 10. better designed interior panels…easier to remove, reassemble, and to change out 11. Phenomenal fresh airflow 12. Oem parts much more readily available

I am not ready to plop down $400 yet….

To be very honest, I wouldn’t be bothered in the very least other than the fact that I have ruined two fuel injectors…one under Lycomming warranty, one that I had to reach in my pocket for…I also don’t want to get stranded some where… it shouldn’t be this way…but I need to bleed down after every flight to ensure my continued fuel injector health

I am late getting back in this thread…. yes I still experience this issue….I have adopted a bleed down after every shutdown. I open the throttle a little bit, then I do 6-7 little twists of the mixture and the pressure very slowly bleeds off…I leave it like that. occasionally I’ll let it sit and I can always see the pressure climb beyond the gauge…if it gets high enough, you won’t be able to turn in the mixture…if you are Buick, you can remove the top cowling, undo the fitting at the fuel pressure transducer and pressure bleeds off instantaneously.