David Lloyd

Thanks for posting that Don. Going to the shop Tuesday for other reasons but will get the GI275 v2.41 update done. This is to make the dual 275 installation relying on a singe pitot-static system "more robust." Within certain parameters, Garmin considers this update to be mandatory and covered by warranty. Also getting the GNX375 v3.11 update. This is to fix a few unnamed software issues that also affect the GNC355 and GNS175. Big part of the update is to improve the display of position of ADSB traffic. Garmin considers this update to be recommended.

I don't know. Mine works fine with the standard gap massive plugs. Only 50 flawless hours thus far. Maybe problems will crop up later. Original single key gear worked with no problem. I was going to order a Kelly harness until I called and got the run around. Took about 1 minute to order from Maggie.

The only way to protect yourself is to advise, check and document every time. And that may not work.

Don't know why it was there, no need for it now. Looks like several rivnuts so something could be fastened on top. Don't think the relocation works well as temps get near 215 on a summer climb. A second funnel at the bottom and dumping out near the cowl flap opening would improve that. Wait...this is not experimental. Oh well. Next annual, those hoses and some others are being replaced. Also, some general wiring cleanup there are a complete extra set of wires for CHT, EGT and carb temp not being used. Ah, 45 year old airplanes. You should have seen under the panel before a wiring cleanup. Better but not pretty now.

Mod Works had an STC to move it to the firewall. Doesn't help they're gone.

I've got a set of pictures somewhere that look just like those markgrue. They were taken to illustrate the vertical tail compared to the hangar siding at full up, take off and full down. I had forgotten how the bungees cause the elevator to move so much.

I Verbally Meditate a lot. Frequently when the wife leaves the room.

Chris, Just poking you a bit about the ID. It is very easy to forget when everything comes alive where it should. Your iPad had the filter change reminder pop up. That was good. Gonna watch it again. Reminds me of the old days. Uh except for the GPS, clear radio communications, all the neat stuff, etc.

Nice video Chris, lots of useful illustrations and examples of two instrument approaches. A few things jotted down: Typical enroute IFR, between layers for the most part. Great illustration of a LIFR ILS. At minimums, do you see what you need or not? Have it figured out before you get there. They called it one mile and 1/2 mile minimum, what did you see? MALSR, the lights are 200' apart, equally spaced from the first flasher to the runway end. Think there are 15 of 'em, so a little over half mile. FAA ever asks how you determined you had visibility, there's the answer. I liked you review the missed, initial heading and altitude out loud. Was that for us or you? I always said it out loud, helped me remember while I was doing other things. Did you ID the ILS? Back at Ferdandina, you asked ATC to clarify, direct or full. Not sure, ask. Late turn on the LPV, it happens, don't get excited, unless they turned you short, there is plenty of time. Another typical instrument approach, decent ceiling and vis. Seemed to me there were two types of destination weather: LIFR as the first approach and almost VFR like the second. That is how it's done. Did you change your air filters?

For years I kept my planes in a shade port/covered parking spot and travelled every week several nights. I used a canopy cover all the time, my spot or away. No dust ever settled on the windshield to be scratched by the cover. Use the cover every time. Cover on and off a couple times a week, it wouldn't take two minutes to put on except when the wind was blowing. Usually not a problem. Learn to snag the rear strap on the far side with your towbar before stowing it. There were only maybe 5 times over 40 years when I was unable to get the cover on by myself due to wind. The cover is just as effective as the reflective window heat shields but your windows stay clean on the outside. After I enclosed my hangar, I continued to put the cover in place to keep the dust off, just never buckled it.

What Skip said. After seeing a G5/GI275 combo in action you would wonder why you made that decision. Conversely, after seeing dual Gi275S in action you would be thanking yourself for that decision.

At the old airport there was a light near the runup area. 1800 RPM on the tach, the prop blades would appear stationary. A few RPM one way or other, the blades would appear to be rotating. Stationary appeared in multiples of 60 (Hz). Some older digital cameras had the same thing going on. Don't remember what the numbers were for that.

llya, That is going to be beautiful when done, Jealous.

If you believe the owner was purposely misleading, that you would not find any reference to damage repair in the logbooks, walk away. Today, everyone inspects logbooks at the very least. Were the repairs in the book? Were 337s filled out? Many people pay to have a pre purchase inspection done to find all the little things. This was big, you should ask early if there is a damage history. If you won't accept a repair, walk. The Air Mod repair pictures showed an incredible amount of work, done properly. Done properly should not discount the price.

Yes, thanks Don. The 8 second ride was a real thing. Most likely every problem aircraft has had SB M20-202 done by now. All after 1977 had the proper geometry of the nose gear checked before leaving the factory. The OP, 1985 J should be in compliance. Could be something else going on. The self-steering feature was most prevalent with new disks, weight in the back seat, and landing as you should; keeping as much weight off the nose wheel as possible. Each of these factors would allow the disks to extend the nose suspension as far as possible, getting the axle in line or in front of the pivot. The service bulletin calls for a spacer on top of the disks compressing them slightly and increasing castor (or is that camber?). My first Mooney back in that era had the problem. Mooney Service Center in Gastonia replaced parts, told me how much better it was. It wasn't. One windy day in Odessa, TX, I almost lost complete control of the airplane at a very low ground speed. Scary. A night not long after, I had another episode in Richmond, breaking the control arm from the rudder pedal torque tube at a weld. A friend told me about the service bulletin. The MSC scoffed but installed it none the less. Different airplane!

A number of years ago, I got a commercial license just to sharpen up my knowledge of rules and regulations. Helped some on the flying also. Last year got a very thorough flight review and IPC. New instructor gave me a workout unlike I have ever experienced before. Overboard? Yes, but I did benefit a huge amount. A new license, a new rating, a new instructor, helps keep us sharp. Congrats on the commercial.

Lynn found a piece of twisted safety wire, about a half inch long, clipped at each end in my strainer. Even though it was written in my logbook the strainer was checked, Lynn looked me in the eye and said he didn't care what was in my logbook, it hadn't been done in some time. The relocated oil cooler, late model cowl flaps and undrilled throttle bracket make removing the strainer quite a task.

Looking good Don. You have about 100 more useful load than mine. Adjustable front seats +7, headrests +5, bladder tanks +30, 3 blade prop +16, wing tips +6, Stormscope +12, 201 mods +9.

Ask yourself the question, what else are they not telling me? If you didn't know and weren't told previously, they tried to screw you for several thousand dollars right there. Walk. No, run.

Remove the left mag p-lead at the mag. If it won't start, mag. If it will start, p-lead or switch.

All this talk and concern about the strength of the wing reminds me of the Bonanza controversy in the mid 1980s. Somewhere around 300 mph, the leading edge of the V tail would fold over and immediately pull other tail components off, followed by the wings. The model 33 and 36 Bonanzas did not have this happen, yet the in-flight, fatal loss of control accident rates for both the V tail and straight tail were nearly the same. Lose control and the result is the same: destroyed airplane and loss of life. The only difference was the V tail hit the ground in pieces, the straight tails hit the ground in one piece.

Don, Thanks for posting. There are a couple airplanes pictured in one of the articles, 7121U and 7123U. Both still flying. The article about the turbocharged E began life as 7121U and had the registration changed to 300MD. Quite a story.

Just cut out sweets since the first of the year, no more second helpings, etc. Usually 50 or 60 situps every night and 50 or 60 pushups. Okay, old man pushups, from the batroom countertop, not the floor. I now weigh what I did in my early 30s. Still going for 5-8 more. The airplane needed it too. Dropped the KCS55 system, vacuum pump and plumbing, Precise Flight alt. vacuum source, vacuum AI, Bendix mag & vibrator. Replaced with dual 275s, Surefly.

I knew someone with a mal-adjusted servo clutch. Look up N664AR on the NTSB report site. Making adjustments to this is not something to be taken lightly.

At some point in ownership, always verify the 0 degree TDC mark on both sides of the flywheel is in the proper place. Some have been marked wrong in relation to the mounting holes. Crazy stuff does happen. With the RV, I was able to change the timing as desired. At 20 degrees BTDC, there was a very small power loss and CHT were below 375 when at best power, ROP. 25 Degrees BTDC produced the fastest cruise speed by just a couple knots. CHT would run a little over 400 in climb, and 380-400 in cruise ROP. About 350 to 360 LOP. I tried 26-27 degrees BTDC and was shocked by the high CHTs. In climb, it was difficult to stay under 420 degrees, in cruise as soon as I started leaning the temps would go over 425. I could do the big mixture pull and run LOP but simply was not worth the constant monitoring. The engine was an 0-360 with AFP fuel injection and 9.5 compression pistons. The 9.5 pistons contributed to the high temps as did the advanced timing. Lesson here: the more advanced the timing, even a little bit, makes a big difference in CHTs.