David Lloyd

Actually I took mine off and sold it.

I think 1/2". I remember it was the largest OD socket that would fit thru the hole in the armrest.

With the SL60, can you search by airport name?

No on the Flightstream, the 175 family will talk to your ipad without. Garmin meant it to be used with their Foreflight knockoff but people say Foreflight works fine. If you want to load a database update directly from your ipad, then you would need the Flightstream. I just download the database from the Garmin site to my laptop, laptop to card, card to GPS. The Garmin Pilot Guide is not great, you will have questions. The radio is terrific, easy to use. Buttons, icons and procedures are very much like the 650/750 if you are familiar. Give me a call with questions, 980-505-2083.

Remove the brush set and take to any old alternator shop. Very common alternator, they will have the brushes for less than $15. If asked, they would tell you to clean the slip rings a bit with a scotchbrite pad, install the brushes and run for a while at no load. If you are energetic, take the alternator and they will check it over and repair as needed for less than $100.

tmo, thanks for the reference. Here's what it says; 21-1. Ground Test - GPS, GPS/SBAS, and GPS/GBAS. 21-1.1 Interference. a. The lack of interference from VHF radios should be demonstrated on the completed GNSS installation by tuning each VHF transmitter to the frequencies listed below and transmitting for a period of 30 seconds while observing the signal status of each satellite being received. Degradation of individually received satellite signals below a point where navigation is no longer possible is not acceptable and will require that additional isolation measures be taken. Re-evaluation of installed VHF transceiver performance is not necessary if the filter insertion loss is 2 dB or less. b. Evaluate the following VHF frequencies (25 kHz channels): 121.150 MHz 121.200 MHz 131.275 MHz 121.175 MHz 131.250 MHz 131.300 MHz c. For VHF radios with 8.33 kHz channel spacing, evaluate the following additional VHF frequencies: 121.185 MHz 121.190 MHz 130.285 MHz 131.290 MHz The radio shop demonstrated this for me. Brought up the page showing signal strength of all the satellites, set the first com frequency on the KX-165 and keyed the mic. On a couple frequencies, one or two satellites lost their lock. The other seven or eight satellite reception was unaffected. The shop said this was acceptable as long as the navigation was not impaired. And this was after the shop had spent some time moving antennas, and adding a filter. My new PAR200B did not affect the GPS signal whatsoever. Difference between old and new design.

Covid-19 is an old Indian phrase meaning every government agency is to make up 19 new, silly rules.

Yep.

The electric gear or flaps causing enough activity for the Stormscope to display is not a big deal. What, 5 seconds for each, presumably with the runway right in front of the plane? If the alternator was loosing enough electrons to display on the scope, it would probably be causing other problems. A properly installed Stormscope or Strikefinder will not display anything in the airplane normally. I bought a WX-8 in 1984 and the range estimation was primitive. Large, active storms appeared closer. A very strong lightning discharge would light a number of segments at the same time, often in a row toward the airplane. Seeing that happen a number of times, you would learn what was happening. The clear button was your friend for helping understand how far away and how strong the storm activity was. Just like radar interpretation, it takes some learning and experience. Way back when, the Stormscope directions explained this pretty well. The basic instruction of don't fly into the dots or lighted segments worked pretty good back then. And today.

"It’s not entirely worthless, it’s a deficient design when both the main system and back up system use the same gears in the actuator. There is no means of disconnecting a failed actuator from the retraction mechanism. " Still, it is a reliable system used not only by Mooney but by Beech on all Bonanzas and Barons. A part breaking and disabling both means of actuation on an otherwise working system is a 1% kind of problem. More realistic is bent actuation rods, frozen rod ends and improper downlock tensions due to lack of maintenance. The biggest problem will always be failure of the PIC to put the landing gear down.

Was at MTV a few weeks ago. Beautiful airport, everything was green, mountains in the distance, the birds were singing. Pull up to the fuel pump and the airport manager is likely to come out and fuel your plane. The diner was open with outdoor seating. The runway had new painted lines and numbers. Bet the restroom was clean, didn't check.

The KX-155 and 165 radios are getting old and some components like capacitors are dying of old age. Once the capacitors leak, they can ruin a board. But the capacitors can be replaced by a few willing technicians. Bevan, Tulsa Avionics, and Sandhills Avionics are 3 that still will repair these older radios. If only the display replacement was available. I remember buying those for about $100. Not now! The spring replacement I mentioned above solved one problem, created another. After the repair, I noticed every once in a while the display would dim or even blink as I changed frequencies. Did that for a couple years until one day I turned the knob slowly to see if it really did cause the display to blink. Pow! Radio blew the internal fuse and needed a trip to another shop. Fuse replaced and said the reason for the blinking was an incorrect spring being used for the knob detent. A little fuzzy now, but it seems there were two sizes of springs, similar in appearance for the big knob and the little knob.

Gosh, the wind must have been really strong to blow a NWS employee into multiple street signs.

Where would be a good place to have the old one adjusted/recalibrated/repaired? My gauge reads about 1.5" low.

I recently replaced a drain valve in my 1975 M20C with bladder tanks. I think the number was F391-18. Looks very similar to the left valve in the first picture. I asked Griggs for the number before finding it listed on the drawing. While talking with him, I looked the number up on the Aircraft Spruce site. Asked about the O-ring and he said it used no O-ring like the picture at Spruce. Then I realized the -18 was the 1/8" NPT that seals on the threads, not by O-ring. Not much taper on the 1/8", I didn't even notice. In the end, check you part numbers every time.