lotsofgadgets

Head on over to Savvy Aviation, and on the way, pickup a copy of Mike Busch's book Manifesto. He has a lot of great information on piston engine reliability and monitoring. There are a number of great videos Mike has done for EAA and others outlining many of the principles of modern engine management. Long story short, the absolute values of the egt mean vary little. Depending on how far down the exhaust tube the probes are installed will affect their temperature readings, what matters is the relationship between the cylinders. Mike goes into depth about leaning with multiport engine monitors and where peak cylinder pressure occurs, etc. If you have a monitor with download capabilities, absolutely sign up for the free SavvyAnalysis to review your data after every flight. Your mechanic and wallet will thank you.

Foreflight offers a free trial, signup with a different email address if you are a former subscriber. I highly recommend watching the ForeFlight videos on their YouTube page so you aren't spending a bunch of heads down time in the cockpit trying to figure out where stuff is in the app. Foreflight will also connect to XPlane and MS Flight simulator if you want to test anything out before actually getting in the cockpit.

Does anyone have a working copy of the 201 checklist, the posted file is coming back as zero bytes

I have both an mini and an iPad Air that I regularly fly with in the Mooney. I am getting to the age where having to zoom in on approach plates on the mini is getting more frequent so I decided to use the iPad Air as my primary EFB. Mounting it landscape on the yoke doesn't block the instrument panel, and it doesn't interfere when hand flying either. I do notice that my Thumb hits the back of the iPad if I am using the electric trim switch, but that's a minor annoyance. I just flew 10 hours this weekend and never once felt the need to adjust the position of the larger iPad. I am using the Arkon mount as it lets me use either iPad without swapping the mount. You can get them from Amazon or Sporty's

Aeromotors in Wisconsin will overhaul your pump for $500. I sent them my old Weldon for overhaul and it was back in a week. Plan on sending a check and return shipping label, they don't do credit cards or arrange shipping. But, the turnaround was quick and the cost one quarter of what I was quoted for a new pump.

Stratus Insight (Aerovie) natively supports the Stratus 2 ADSB protocol. If you have a Stratus 2, Insight or Foreflight are your only options for native support. Appareo does have a trade up option to upgrade to the Stratus 3 which has open ADSB support in addition to the legacy foreflight protocol.

ForefFlight is an amazing tool. for those who are not happy with the pricing, there are choices. I have been flying with multiple EFB's for years, both for testing and for backup purposes. Below is a brief summary of major players in the EFB space. Now might be a great time to download one of the alternative EFB and test them for your self. ForeFlight - $120 - $360/year - category leading features and functionality. iOS only Garmin Pilot $99.99 Standard / $179.98 Premium - Great app if you are Garmin equipped. (database concierge, FlightStream) iOS and Android supported Stratus Insight/Aerovie - $99/year includes IFR. Great support for Avidyne navigators, Stratus ADSB receivers. iOS and WatchOS support Fly-Q - $84.99 VFR/$169.99 IFR - Watch for BlackFriday deals for Lifetime subscription offers. iOS support Wing-X - $74.99 VFR and IFR included. Works on iOS and Android. Native Appstore support for Amazon Fire tablets (Fire 8 HD tablet is currently $44.99). When paired with a stratux or Stratus ADSB receiver this is the cheapest EFB package available. Free for CFI's and Military Avare - Free. Android Only. iFlyGPS - $79.99 - Android, iOS, and Windows

Or you could take a more radical solution like I did and move to Florida ;-) But seriously, I simply used a WiFI remote switch to turn the Tanis on. Though if you read the studies Tanis has done, they recommend leaving the heater plugged in as it will keep the engine internals above the dew point, but not so hot as to force water out of the oil.

I have one off an M20F. I lost half of the fairing on my J and purchased a salvage fairing to get by until I could fabricate/paint a replacement. PM me and we can work something out.

I am VERY happy with West Coast Governor Service. When I was rebuilding the engine on my 82J I sent the governor to QAA in Tulsa. They tried to do a bait/switch with a low overhaul price ($800) if you send yours in vs an advance exchange. They claimed my governor was beyond economic repair and recommended outright purchase at $2395. Instead I called West Coast Governor. An outright sale from them was only $1395.

I've had good luck with the sportys Flight Gear charger. I like that it also includes an LCD readout of the bus voltage https://www.sportys.com/flight-gear-dual-usb-quick-charger.html

I second FMY if you are splitting time between Marco and Punta Gorda. FMY (Page Field) is smack in the middle of Ft. Myers with easy access to everything. If you try to save a few buck by going out to Arcadia (X06), Labelle (X14) or Immokalee (IMM) you will spend a bunch of time driving instead of enjoying the stay. They have self serve on the field, or you can fly out to Arcadia for Taco Tuesday, gas was $4.10 today.

Lycoming has published a service instruction aimed at training aircraft, however our IO-360's will benefit from following the process as well. Basically lean for best power on the ground (RPM just drops) The flight training environment makes an engine more susceptible to spark plug fouling, decreased efficiency, and excessive fuel consumption. Some of the flight training profiles that cause these conditions include over-priming, prolonged idling, a taxi at low engine speeds, and extended operation at full rich mixture. This Service Instruction identifies recommended procedures that can decrease the aforementioned effects on the engine. https://www.lycoming.com/sites/default/files/Engine Procedures for Flight Training Operations.pdf

Here is my newly overhauled IO-360A3B6D.

Your experience parallels mine almost exactly. Initially some metal was noticed during annual. My IA told me to keep an eye on it and continue flying unless it gets worse. Compressions were in the high 70's, seemed to have plenty of power, etc. What caused me to pull the cylinder was an occasional vibration and drop in EGT on the #4 cylinder. Multiple mechanics explained away the problem as fouled plugs, cleaned them and sent me on my way. After 4 incidents of this in a little over a year I was convinced there was more going on. A different A&P pulled the exhaust to get a look at the valve and noticed coking on the stem. This is why we wound up pulling the cylinder. At that point it was game over for the engine. The damage to the cam lobes was obvious. Two of the cam lobes are almost round instead of egg shaped, several of the lifter faces are concave instead of flat. Like you, my prop governor was damaged beyond economical repair and I had to purchase an replacement. To be safe I bought all new hoses and sent the oil cooler and prop out for overhaul. I don't want any chance of old metal contaminating the new engine.