larrynimmo

I removed them all....cleaner interior

Lately, I have found my right tank fuel gage has been sticking at different places, even when turned off.....when I turn on and off master the stop and start location vary..is there a way to lubricate the gage?

I have become so comfortable and reliable with this system in making the highest quality landings with the timely call outs. Most landings are squeaky clean....but does increase landing distance by 10% or so. the only negative things would be that it would scare me a little if I were to fly a different plane that didn’t have this system.

“Threaded inserts” or nut setters are a different product used for sheet metal attachments...need heli-coil for wheel casting (hubcaps)

That happened to me one time I was cruising LOP....I switched to ROP and issue went away and LOP works fine ever since.... IO360A3B6D

I would think “6 foot” was not in its vocabulary....my increments are 70, 50, 20, 10, 5, 2, 1...never any other distance

Please let me know the size of the wire in case I need to make some at some point...

Well done! My AI made mine, but they didn’t look as good as yours as to installation, if to tight to easily install, use temporary wire ties to take out the tension....and of course cut wire ties out once spring tensionizers are installed

Im sorry, but if I were to spend this kind of money, I would skip the recip for a spinner (jet)

Installed on copilot side of plane...because it is an easier disassembly for me....no soot ever gets on the wing there

I started shopping today...I spoke with Avemco and there price for 1m,100k,100k 135k hull is $2,650. 66yo...no incidents670hrs, ifr rated..upcoming biannual and 3rd class before date of policy they wanted to know my airframe and engine hours as well as a listing of my avionics. They didn’t seem to care that I added a landing height system. they never asked me my hours for past 12 months... my current policy with bwi/ old republic is $1924...but am expecting it will go up....if it goes up much, I may well go with Avemco as they seem to take care of older reliable pilots...

Installation of the relay is quite easy...once you have identified the wires it takes about 10 minutes it takes longer to do your “game plan” than it does to execute.

While this will work...as you get that necessary grounding for full brightness, you do not need the switch power to go to the “gear down” annunciator. With the annunciator wire grounded, full bright, when not grounded, dim.

On mine...Lycomming installed stainless steel screw clamps (lime the old fuel line or radiator hose). I tightened those clamps and greatly reduced amount of oil leaking

One fish, two fish, red fish, blue fish....Marvin K Mooney will you leave this room!

The M20J with 200hp fuel injected Lycomming 4 cylinder IO360 will easily fly 160knot and if you work at it hard you can get over 165knot. Yet if you are satisfied at 130k you can get about 20mpg (statue miles) useful load is about 930#s. When people ask me if the plane can fly 4 people, my answer back is that you have a choice...you can either carry 4 people, or you can carry fuel for 2 or 3

My socks are full coverage and we’re installed two years ago.

Additional update... today I did two landings and the call out worked perfectly 70’ and down including the “check gear” callout. I highly recommend this system to reduce the possibility of a “gear up” landing, and to improve landing technique. the hardest part of the install was running the wire, which most AIs or avionics shop will allow a plane owner to do...

With my CO hand held precision meter I typically read 2 - 5 ppm of CO when cruising whether the heat is on or not. There are no leaks in exhaust except for the slip tubes...

Report....fully installed landing system....tested fine, and very easy to program.... however....1st flight, first announcement was 20’ and worked to the ground with no call out “check gear”... 2nd landing....1st call out was 50’....then “check gear” then 20 and the rest...I turned the volume on full, and the sound was clear and concise. as for time to install it took me about 10 hours with the supervision of my AI...it included a dash mounted fuse holder and a shut down switch....I was able to hook up the audio to an abandoned ADF input wire. Much time was spend removing the interior and tediously securing the wire through the frame...no holes had to be cut, but I did shield the 4 conductor cable in a plastic sleeve as the wire went down between the frame into the copilot side wing void...and it was easy installed in the inspection cover to the rear inboard side of the landing gear. im glad I installed it and for the initial offering price it’s well worth the investment....”inexpensive” and airplane don’t happen together

Beware..heavier materials seem to be a better option....but make sure you don’t bind the pushrods to the point they jam and cause damage...my feeling is light and flexible...my expectation is mine will last 20+ years

When we speak about automotive engines, typically they run under 2,000 rpm with less than 12% of the available horsepower....with a very clean lead free gasoline preserving good oil lubricating properties. Aviation engines typically cruise 2300-2600 rpms at 55%-75% power adding operating stresses in addition to running oil that has been degraded by lead pollution. Added to that our planes can sit unused for months unlike most cars. according to my AI, most flight school engines (with 100 hr inspections and oil changes) go TBO without engine issues....fly often and many hours a year should help to get 2,000 hrs from an engine. I have read that Lycomming has said that engines running on unleaded gas will be rated for 3,000 hr TBO.

I found the listing landing rod dust boots

If you search on the site, I posted photos and descriptions on how to make your own with a sewing machine...once I cut our the materials, it only took me about 10 minutes to make mine...then they were glued in place...perfect solution

Basically humidity is driven by physics....for example, if you add a little heat to the cabin...it will stay above the dew point and all electronics will stay dry as well as upholstery, insulation and even the associated skins of the plane. as for the engine... I put a small explosion proof heater through the pilots side cowl opening on top of cylinder #2 with a blanket over entire cowling.....placement of this heater keeps the top end of the engine cozy....the coldest part of the engine is the oil sump...any condensation that would likely occur would be on the surface of the oil....this water would be quickly dissipated once in operation after oil heats to 180 degrees. even with my approach, when 100%RH occurs, the wings get wet inside and out