0TreeLemur

To split hairs, I reckon that the moment of "PI" time occurred today (3/14) at 03:49:20.527Z, given that this time is the remainder of 0.159265358979 days that is not accounted for in 3/14, which was technically, yesterday in the U.S. Yes, happy PI Day!

You should test a sample. High quality vinyl will meet flammability standards.

My thoughts exactly! I started that Friday evening- replaced a bad cable between my transponder and Stratus. This weekend's project is to touch-up paint the screw heads around the new windows we've put in over the last year. Bliss.

Here's a fun photo after a night flight, returning to the nest.

I have used a tachometer app on my smartphone to test the digital tach after installing an engine monitor.

I wouldn't call that a failure. That sounds like a blindingly brilliant success!

Since acquiring her in 2017, we've added an engine monitor, upgraded that '60s panel to mid '00's six-pack with a 430W and Accutrak II, resealed the tanks, replaced the engine mounts, new tires, replaced the shock disks, replaced all side windows, epoxy painted the steel tubing with complete 208-B, redid the interior, replaced the governor, installed flap gap seals, removed all remnants of the ADF system, had her legs stripped and painted, removed the belly strobe and put on Orion wing lights/strobes, replaced the door seal, new brake pads, and balanced the prop. So, we're well along in the "fix everything" dept. The annual this year was done by Cole Aviation (MSC) and they did a thorough job including inspecting the carb heat box. That's a lot, but we've done as much of the labor ourselves as allowed. I cruise at WOT with just enough throttle to delay roughness when doing the lean-find on the engine. I like to run at 2400 rpm, which is about 73% power at 7000' and 68% at 10,000'. I'll do a cruising speed test at 2500 rpm and see what difference that makes. You have that really nice 201 windshield that we don't. That is worth a few knots for sure. Next we have to get our prop IRAN'd 'cause Hartzell is nervous about approving the ECI on 'A' hubs that haven't been internally inspected in over a many(?) years, then install the electronic ignition, it will be time for the next annual. I can have them check the rigging then. I am hoping that the electronic ignition helps. Should get more power out at the same fuel flow, which would translate to more speed, but at higher rpm.

The left mag is approaching 500 h. Our plan is to install a Surefly. Maybe that will pep 'er back up.

'03L , she won't go that fast for me... I plan for 142. What am I doing wrong?

Skip I"m curious- do the ailerons on the J extend all the way to the wingtip as they do on the C? The interaction between the aileron end and the tip vortex add to heaviness in roll. The later models of M20 put 10" of wing outside the aileron to detach it from the tip vortex. If the J has that then that will be a factor too.

Thanks to everyone. I put the pdf on iPad. Problem solved. Good to know that FAA doesn't require hard copies of all relevant Pilot's guides be in the airplane. I always assumed that this was the case. Comes from my pre-iPad era training.

So, I gather that paper copies are not required? Is that true?

We are supposed to carry a pilot's guide (PG) for all the fancy electronics that we've installed in our a/c. We have installed the JPI EDM-900, but the PG text is laid out in a block 4" W x 5.5" H, and printed on the upper left-hand quadrant of the page, single sided, for all pages, making it impossible to print double sided. I spent a little time searching the interwebs for a version of the document that is laid out for two-sided printing- no joy. Anybody have such a thing? Thanks.

FAQ: What is SB208? How does it affect a PPI?

Isn't "flugzeugschlepper" just one of the best words in any language, EVER???

Looking at the flight path, it seems that weather was a factor. The preliminary report suggests that the flight interacted with severe weather while being vectored by Atlanta approach. Scary stuff. Read here: https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20200303X93345&AKey=1&RType=Prelim&IType=FA Take home message might be: PIC is ultimately responsible for the safety of the flight. If given a vector that looks unsafe, the word "UNABLE" is the life saver. RIP.

If money can't buy happiness, how do you explain airplanes?

One of the funniest things I've read on MS in a looooong time!

A spectrum analyzer allows measurement of noise level associated with different chargers. A circuit breaker protects against over-current situations. If it isn't installed in the panel, it is not permanent. If you don't have access to a spectrum analyzer or if you want to install it in the panel, then buy one of the PMA units. Either way, problem solved. All it takes is money.

I found this photo shows the installation mentioned in my previous post. We bought three hoses and one elbow. The length of hose from the elbow to the sensor is about 6". The hose connecting the sensor to the carburetor is about 5" long. I don't remember for sure, but it seems that the hose coming down from the fuel pump was about to 16" long. The sensor and the hoses connecting to it all slope uphill towards the carb to avoid the need for an "anti-siphon" loop in the line. The trick is keeping it all near the firewall, away from #4 exhaust riser, braced, and not rubbing on the cowl flap when closed. Also, generous application of high temperature silicone to close the fire sleeve. Fittings nice and tight with no sealant. Not an A&P, just showing what my A&P IA approved. Good luck.

A&P Dave, before he flew west, installed the fuel flow transducer in our C using an elbow and three pieces of hose, not two pieces. Photos of that are on MS someplace. Instructions from From the JPI "Frequently Asked Questions" on their web site say: 1. Make sure the transducer is horizontal with the wires up. 2. Be sure there is no bend in the line closer than 6 inches before or after the transducer. 3. Do not use aluminum fittings. 4. For carbureted engines, if the transducer is higher than the carburetor, put an anti-siphon loop in the line that peaks higher than the transducer. We installed it slightly lower than the carb for this reason. 5. Mounting the transducer between the electric boost pump and mechanical pump is not recommended. 6. Do not hard mount the transducer to the engine. Vibration may damage the internal parts and cause erratic readings. 7. Do not use teflon thread tape. The big issue with this is that the teflon tape can produce threads that when mobilized, and jam in the fuel system or in the fuel flow transducer turbine. I'm not an A&P, just an involved and curious owner and PP. Good luck!

That's odd. Legal documents require real signatures...

That is Portrait mode (e.g.):

Our C had a working PC system when we started paying for her upkeep. I bought the Accutrak II and valve from a MS member when I first joined in late 2017. It was installed in the summer of 2018 after receiving the STC from Brittain before they shut down. It follows magenta lines forever! Now I want altitude hold. I've kept an eye on used avionics sources and have bought a controller w/eyeball and reference chamber. What I don't have are the two elevator servos or an STC. Anyone have those elevator servos, or at least part numbers for those? Rumor has it that Brittain will be back in business in the summer of 2020, and hopefully an STC will again be available.

FAQs