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  1. Dave, I had mine rebuilt by QAA with the proper settings. It works fine. I would start by trying to do that. The part number that is the problem is the 9018. You can find replacement valves and they are the identical valve (different part number) with different pressure settings. My tech found a common valve that would fit and the blow off setting was 31.5 inches. He liked that better but the STC doesn't allow any other part number. If your valve can't be rebuilt, then you will probably have to get an approval from the FAA to use a different part number (again same valve housing) with that lower setting. Brian
  2. Just had this same issue. Bad connector on the Alternator field wire to the Alternator. Replaced and it is much better. Brian
  3. Do you know what level the fuel is in the tank when these events happen? I have had an aircraft had fuel issues due to tank contamination. It would only manifest itself when the tank was near empty. Brian
  4. Probably useless info, but on another site a supposed acquaintance said they believed a friend of theirs lived off the east side of the airport. Possibly doing a flyover. Brian
  5. Here is my attempt at a portable engine dehumidifer. Altered the plans from the Baker .pdf. Works pretty well but I would prefer a more powerful air pump. Seems to run about 18 hours before it loses its charge. The solar aspect does allow it to recharge and run again. Total cost was around $110.00. I have had high metal counts in my oil that lowered after I added this and flew the aircraft more. So it didn't hurt it. I just recharged the desiccant (about two hours). It lasted more than a month running full time outside in the New England humidity. Brian
  6. I apologize if this is repeated from another thread. Just got the FAA email that these are up. If you have ever used them they are great info and also entertaining. Supposedly these are the first FAA ones in the contiguous USA. Colorado passes right now. Brian https://weathercams.faa.gov
  7. I have the same recurring problem with my J. The tab had gotten bent. Also there is play in the switch itself. In certain conditions the tab gets pushed up (Near stall) and the tab gets bound up in the wing and won't release. I was able to duplicate this on the ground. I bent the tab a very minimal amount and it seems to not happen as much. That minimal amount was like a millimeter. Stall warning works as advertised now. Brian
  8. Impressive that that held together. Serious play in that. I had a RayJay turbo casing break so I had to replace it. I used Main Turbo in CA. Very pleased with it. Price for that turbo O/H exchange was around $3K. He didn't tell me a normal amount of hours that they last. That 1000 number is interesting info. Brian
  9. I have bought from this company. If you only need cheaters then this might work. https://www.readers.com/reading-sunglasses.html Brian
  10. Congrats. Multi's are a blast. Have fun with it. Brian
  11. Disclaimer...Next line is intended as a joke. I won't be quitting my day (Night) job. Q: When is hangar to hot?... A: "When it is on fire." Seriously though, all extreme temps take a toll on our equipment/furnishings. But covered is almost always better than not. Brian
  12. I have the same setup in my J. When I broke the turbo casing, I sent out for an overhaul/exchange from Main Turbo Systems in CA. Very pleasant to deal with. My Turbo is a common RayJay so it was easy to get repaired. If your engine was/is running well I would lean towards overhaul from a reputable shop. There are plenty of them out there. Mine was done by Signature Engines in LUK. An additional teardown for a prop strike was done by Zephyr Engines in FL. There are more shops around. 600/400 hours later the same engine is running well. Brian
  13. What I have found is that when you have less personal involvement in the buying process, you might/should plan to pay more out of pocket for things that are not found during the pre-purchase phase. Not much wrong with that, but the surprises tend to be annoying. Sometimes expensive. Brian
  14. So you are saying you did a air turn back to a different runway at 400' AGL?? Brian
  15. From the manual talking about the STC: Use of Secondary Instruments: The original type design approved instruments for airspeed, altitude and vertical speed remain the primary indications for these parameters. If the G5 Electronic Flight Instrument is installed in place of the rate of turn indicator, the original type design approved instrument for attitude remains in the primary indication for attitude. If the G5 Electronic Flight Instrument is installed in place of the directional gyro, the original type design approved instruments for attitude remains the primary indication for attitude. NOTE:For aircraft approved for VFR-only operations, the G5 Electronic Flight Instrument may be installed as an attitude indicator and rate of turn indicator. I'd be surprised if an A&P would sign off on dual G5s without the opposing supporting instruments. You might want to ask your A&P or avionics guy if they would sign off on a non-TSO Turn Coordinator install. It usually is less expensive and the instrument will probably work just as well as a TSO version. That instrument is rarely used except in an emergency. Brian
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