Vno

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

Just had this same issue. Bad connector on the Alternator field wire to the Alternator. Replaced and it is much better. Brian

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

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

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

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

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

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

I have bought from this company. If you only need cheaters then this might work. https://www.readers.com/reading-sunglasses.html Brian

Congrats. Multi's are a blast. Have fun with it. Brian

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

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

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

So you are saying you did a air turn back to a different runway at 400' AGL?? Brian

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

I place mine on the right control yoke. A little bit of a pain to read charts (I usually take it out) but it is not in the way and I can look over to see most stuff. I just increase my scan to compensate for it not being right in front of me. Brian

I like using the panel (pedestal) mounted check list. A little practice and discipline and it works well. Brian

Mr. Peet's Major Dickason's Blend. Around 3 TBSP. Aeropress with stainless filter. 4 min with 190˚ water. (around 6-7 oz) This is one of the best posts on here. Brian

I had a similar issue. Turns out the motor was broken (Shaft). It would close but airload would have cowl flaps trail open. On the ground see if you can move the cowl flaps manually (by Hand). If so my guess it the stops to make it shut off got misaligned and the motor kept spinning until it broke. 1992 J. If you are losing some speed in cruise I might believe the indicator is correct and the motor or linkage is broken. For me it was a second rebuild at around $700. Make sure the stops are aligned correctly. Brian

Start with your POH and look in the limitations section. Kinds of Operation Equipment list. See if that part is on the list. It is not on the J. Now you have a Rocket so there might be an updated list with the Rocket STC. If it is on the list then you have to have it working to be airworthy. If it isn't on the list then you are in the realm of you might be able to fly with it inop. That would depend on your A&P and what responsibility he would be willing to take. If something is installed in the airplane, then it has to be operable per FAR 91.213. It is easier if you look up the reg but here are some highlights which direct how this works. I have had mixed success with having items deferred (made inop) or having to fix them before airworthy. (d) Except for operations conducted in accordance with paragraph (a) or (c) of this section, a person may takeoff an aircraft in operations conducted under this part with inoperative instruments and equipment without an approved Minimum Equipment List provided— (1) The flight operation is conducted in a— (i) Rotorcraft,non-turbine-powered airplane , glider, lighter-than-air aircraft, powered parachute, or weight-shift-control aircraft, for which a master minimum equipment list has not been developed; or (2) The inoperative instruments and equipment are not— (i) Part of the VFR-day type certification instruments and equipment prescribed in the applicable airworthiness regulations under which the aircraft was type certificated; (ii) Indicated as required on the aircraft's equipment list, or on the Kinds of Operations Equipment List for the kind of flight operation being conducted; (iii) Required by §91.205 or any other rule of this part for the specific kind of flight operation being conducted; or (iv) Required to be operational by an airworthiness directive; and (3) The inoperative instruments and equipment are— (i) Removed from the aircraft, the cockpit control placarded, and the maintenance recorded in accordance with §43.9 of this chapter; or (ii) Deactivated and placarded “Inoperative.” If deactivation of the inoperative instrument or equipment involves maintenance, it must be accomplished and recorded in accordance with part 43 of this chapter; and (4) A determination is made by a pilot, who is certificated and appropriately rated under part 61 of this chapter, or by a person, who is certificated and appropriately rated to perform maintenance on the aircraft, that the inoperative instrument or equipment does not constitute a hazard to the aircraft. An aircraft with inoperative instruments or equipment as provided in paragraph (d) of this section is considered to be in a properly altered condition acceptable to the Administrator. (e) Notwithstanding any other provision of this section, an aircraft with inoperable instruments or equipment may be operated under a special flight permit issued in accordance with §§21.197 and 21.199 of this chapter. Brian

Good Move. Everyone makes mistakes. There either has been or will be a time where it is on the other foot and you might be the one who made an error. (If any was made. No way to know) I know I have been in that situation. Self-critique is sometimes the hardest punishment that can be had. Brian

Interesting situation. The AIM talks about lost comms but it basically is only for the aircraft losing communication capability. Not the ATC facility. I think you did exactly what the AIM, FAR and common sense says to do. Mistakes happen on their side also. Fortunately no one got hurt or in trouble. I would not be hesitant to call Approach or another ATC facility to help out or check. Workload permitting that is part of what they do for VFR traffic. Right now it isn't so busy anyway. You also could have made a call on 121.5 to PNE as they should be monitoring it. Or last case maybe PNE ground though it could be crowded. If it was a volume or transmitter issue the other side might be working. Brian

Surprisingly I haven't had too many issues with that. Other than almost losing a meal or two the first time I lifted it, I've been fine. More importantly, the hangar principal is okay with it. Brian

I thought that too, but with practice I can have it out in under 20 min. Same putting it back. Beats brushing snow off in the winter. Brian

When you have a really good friend with a hangar.... Brian