David Lloyd

Read and reread what Skip wrote. Being that the Savvy chart shows no more than 2550 rpm or there about, I doubt the problem is with either the low pitch stop, tach inaccuracy or engine power. The prop governor needs to be adjusted so the engine can achieve 2700 rpm about half way thru your takeoff roll. Oh, and you may need a different mechanic, one that understands the function of the low pitch stops in the prop and what the prop governor does.

Was why the dog kept licking the trim wheel.

Find an airplane with the later model articulating seat. It cranks up and down a couple inches. Many older airplanes, including mine have these seats installed.

Remove the back panel of the seat will get to the nut. The bolt head is in the armrest, you may have to remove upholstery to get to it and a thin wall socket to go in the hole. The armrest in mine always seemed to be in the way. No danger zones or pitfalls.

Like gas prices, insurance rates are quick to rise, slow to come down. For many years I have benefited from and enjoyed the low insurance rates. I was amazed the Bonanza's rate was almost unchanged over a 24 year period even though the hull value was increased. The first year I insured the RV7, the rate was more but came down over the next couple years as I built tailwheel time. The last couple years on that were about 2/3 what the Bo was for the same hull value. Crazy! Where do you put your extra money when times are good? Bank, stock market, real estate, a nicer house, car or airplane? So do insurance companies. They exist only to make money. The service they provide is mainly how they do it. When the stock market sags and tornadoes destroy a couple hundred extra airplanes, they must raise rates to survive and provide the service none of us wants to use. Sucks, but that's what it is. We had it good for many years.

Commercial, Instrument, age 69, 5800 retract, 475 make and model. Last year $983, renewed a few minutes ago for $1562 with Global. Agent said other quotes were $2500+. Sigh. This was me, another insurance thread last week. I will add that several times over the years Avemco gave me a price between 2 and 3 times what Global did.

I remember grouching about 100 octane getting to $1.00 per gallon!

Commercial, Instrument, age 69, 5800 retract, 475 make and model. Last year $983, renewed a few minutes ago for $1562 with Global. Agent said other quotes were $2500+. Sigh.

Last year I needed to ream a stuck valve on my RV7. Used a .4995 reamer. I used compressed air via a compression tester rather than rope to keep the valve seated while putting the keepers in place. Being able to drop the exhaust system makes it a lot easier to get the valve back in the guide. The mechanic at the airport said he thinks it is easier just to pull the cylinder and do the reaming on the bench. He has done it both ways. Uh-uh, he won't be pulling one of my cylinders off to do this. Search over on Vansairforce.net, there is an excellent blow by blow description with pictures how to do this. A few days ago a mechanic that contributes told that he always uses a ball hone as opposed to a reamer for better results. On thing that many overlook is the need for the appropriate valve spring compressor. Without the right one, the job is difficult at best.

Ten years ago I bought an iFly 700. Then a 720. Still have and use it. The biggest drawback is the screen size. I can display an approach plate entirely, but too small for my old eyes to read. Or I can display part of the approach and it be readable. When I go somewhere, I print the likely approaches that will be used just so I don't have to futz around with the thing. I really need to buy an iPad sized appropriately to display an approach. Got kind of excited when I saw the Garmin 760 introduction. That will play well with the new radio...uh oh. It has the same 7" diagonal screen as the 720. Gonna be an iPad.

At least two reasons the advanced timing feature won't be approved for a turbo engine: the turbocharger increases the manifold pressure to where the SIM would not advance the timing anyway. More importantly, at high altitude if the SIM loses the manifold pressure reference it would see ambient pressure (low at high altitude) and would advance the timing. A scenario that could involve getting new fixed timing mags to go with your new engine. They explain this on the Surefly site, might require some digging.

Some of the new lithium batteries have their own management system as pointed out. A year or so ago someone over on the Vans Airforce site put a new battery in their RV and did not fully understand everything they needed. Hot start, ran the battery down, started, had high charge rate and voltage. Battery took itself off line, voltage soared, cooked some avionics. Battery did as designed, protecting itself. Can't just take out old tech and replace with new tech without making certain everything will work together.

I used to have to meet customers here and there. Sometimes they would pick the big, busy airports. Atlanta, Tampa, Phily, Pittsburgh, Teterboro, Detroit, Cleveland, Midway, Milwaukee, Memphis, St. Louis, Houston, etc.. Never on a whim, I always was on an IFR flight plan and never, ever had any problem. Aside from Detroit asking me to maintain 170 indicated in my Bonanza, I could only give 'em 160. One morning going into Atlanta they asked for best forward speed, I said that would be 160 to a two mile final in a 300' ceiling and 1 mile viz. Best be prepared to do what they need. Always found ATC very easy to work with when you can give what they want. Going in a big airport was never the problem. Leaving Atlanta a 5 in the afternoon is a 2 mile conga line taxiing and hoping the Boeing driver behind doesn't forget I'm way down here just in front of his nosewheel. That and a 25 or so mile vector out of your way. Nowadays, instead of paying a landing fee, I will go out of my way not to go in those places.

If they are required to be replaced due to a prop strike, insurance will pony up. On the other hand, I had a prop strike several years ago, the cam and lifters were pitted. I was on the hook for the new parts unrelated to the prop strike.

Saw this on another site, if you need to buy half a harness to go with your Surefly: https://www.newhorizonsmaggieaircraftignitionsystems.com/

Yep. Yep. Pad heats the case, case heats the oil. The 75 degree temperature I mentioned was the CHT measured by a JPI 700. Cylinders might differ a degree or two. Oil temp would be right at the same. Seemed like every bit of the engine was heated.

It is not important to have the pad on the underside of that sump as it is open to the servo and intake pipes. I put a pad there and the engine would be heated overnight to 75 degrees on a 20 degree morning. The engine oil is contained in the space above the intake system, where you have the red outline. As long as the pad is firmly and completely attached, it will work great. I usually stuff a blanket in the cowl inlets to help hold the heat inside the cowling. Made 5-10 degree difference.

I have used two pieces of thick plastic bag, put the fg cloth and RTV between, work it in and trim to size with a wheel cutter. When ready to apply, remove one side of the plastic, put in place and remove the other plastic side, kind of like a real messy band-aid.

That Mooney glider ad on Flightaware is priceless! Later I went back to add the link but could not find the photo. It was a Mooney advertisement with this airplane, prop stopped near a glider, extolling the virtues of the very efficient Mooney wing.

At the 1st annual inspection the only surprise was after the elevator trim link #740170-001 and bushing #914017-000 were replaced, when the trim indicator is set in the takeoff position, it produces a significant nose down position. For takeoff now, instead of the indicator and takeoff mark being align, I must set the indicator entirely above the takeoff mark. Mechanic said nothing else was moved, turned, adjusted, etc. I can have the indicator adjusted, but has anyone else experienced this after having the trim link replaced?

Not spinning. My head was. Apparently not hard enough...yet.

Doesn't even have to move. I had just tied my Bo down at Muscle Shoals one afternoon as a Lear taxied past. Who wouldn't turn their head and look? Took a step as I turned my head to walk off and caught the end of the Q-tip prop right between the eyes. Bulldozed a piece of skin the size of a silver dollar across my forehead. Blood was on my shoes before I could walk around the plane to get a couple shop towels. MSL had kind of a strange FBO. Located in the airline (such that it is) building, to get to the restroom you exit the FBO into the terminal building. Looking like a disaster victim, I would have really caused a scene if it was post 9/11.

In 1972 I saw my girlfriend's cousin coming home from her shift as an ER nurse at Moses Cone Hospital in Greensboro. She said it was an awful night. A man was brought in that had walked into a spinning propeller at the airport. The prop entered his forehead just above his eyes, vertically and exited the back. I would have thought such an injury would have been instantly fatal but, she said when he came in, he was conscious, talking and holding his hands against the sides of his head to keep it from parting. He talked to his wife on the phone before dying. Anytime an ER nurse is shaken by something, well...She said it was the worse thing she had ever seen. She didn't think she could go to work that night. There were tears at some point. Just a few years ago I asked her if she remember that. Yes, it was one of the two or three worst things she saw in the ER in 25 years. Every time I get near a propeller, I think of her story. I cringe seeing someone near a prop on a running engine.

Not much art to it but the decal was expensive back in the day.

Think you can still buy this kit for $12.80?