markgrue

Where is the pressure leaking? Is it going past the rings or valves? If it is going past the valve perhaps it is just a stuck valve. Perhaps some investigation is in order before changing cylinders. If you do have to have them changed any mechanic can do that in a couple days. Just my opinion mind you. Mark

I personally will opt for the Aspen 2000 system with an Avidyne 440 to provide a GPS NAV COM. the second nav com is a KX155 with glideslope. I also have an electric attitude indicator for backup. I am not a fan of the Garmin stuff. I do like Richards layout though. I am still undecide on the engine monitor. I will probably leave it on the right side.... Just my preference. Mark

A few things to check. With the engine not running, turn on the master. What works? Turn on everything. Note what works and what does not. I suspect that the battery is not powering part of the system. If that is the case then when flying the alternator is powering everything and when you throw in intermittent loads like the gear motor it does not have the capacity to run it all. Normally the battery would make up the shortage and the alternator would recharge the battery when the load drops. Mark

The plugs were a nice light tan color. I just replaced them about 150 hours ago at the last annual so they were firing well on the tester. I did clean a bit of lead out of them and test them while I had them out. I did not think to take a picture of them. I never considered that the bit I spend on the ground had much impact on the valve guide fouling but I do see the logic in your advice. I will have to make that a standard practice. Mark

There is no formally defined 500 hour inspection but the lycoming service bulletin says clean the valve guides at 400 so I push that to 500 to coincide with the mag inspection and of course there is the normal 100 hour gear and control lube. Since I have lined up everything on my tach time to land on the 500 hour increments it just works out. For example this time is was at an even 2000 hours. next one at 2500 and so on. I just had to do the first one early at 1500 instead of 1643 where it would have landed. Since I fly usually about 200 hours a year it does not land on the annual anyway and there is enough to do then that I do not need to add valve guides and mags into it. By the way the service bulletin is Lycoming SB 388. Just the way I do it. Mark

Not so much on the ground. Perhaps that is a good point. I dont have but about 100 ft from the hangar to the runway though. Many times I have to run about 2000 rpm for a minute or so to get the oil warmed up enough for take off. I will have to try leaning on the ground. Mark

I did the 500 hour inspection on my M20D/C today. I was surprised how much lead accumulated in the exhaust valve guides. I suppose because I have been doing a lot of short trips lately. It was a productive day none the less. Nice to see that most everything was in order. All of the black stuff in the picture is lead removed from the guides. Valves move nicely now though. Mark

Cessna has a progressive inspection program for the 150 and the 172. I am sure they have others as well but those are the ones I work with every day so I am familiar with them. Mark

The first thing I would check is weight and balance. Mine was very nose heavy until I moved the battery. If the angles of the flight controls correct the balance is about the only other thing. Don't forget to check the flaps. Mark

Where is the airplane? Mark

My personal opinion is it is overpriced by about 5k. Mine is 5 serial numbers older and I paid a lot less 2 years ago Mark

Link?

This sounds a lot like air in the prop governor and prop. Did you try another run-up after flying? Did you allow time for the prop to react when doing the run-up? Just a quick guess. Mark

Looking really good!! You must have really long legs though

Texas air salvage has one for $250 Mark

One suggestion... If you have the Eastman vacuum lines you might want to replace them. They can look fine on the outside but the inside is probably falling apart and leaking like a sieve. Mark

I hope to see the BK autopilot soon. I will not install any Garmin products in my aircraft for the simple reason that Garmin does not support their legacy products. For a prime example look at the GNS 430 or the GNS 530. What happens when they decide that everyone who has bought the GFC 500 needs to buy something new and stops supporting it? I can still buy a new KX165 just like I could 20 years ago. I can still get my KX155 repaired. I hope to have my aircraft for years to come and hope to be able to get support for my avionics until I sell it. My opinion is only that so it is worth just what you paid for it. Mark

I have a pair of Bendix mags from my D if you need one. Mark

Perhaps Alan Fox has one laying around and can look at the part number real quick... Mark

Just thought I would mention this... My D has 122 teeth on the ring gear. Not sure about yours but might want to check that before you order the starter. Mark

I think the fit issue on the E is related to the different baffling. You should have no problem with the o-360. Get some of the silicone baffle material and close in around the starter. The hole will be too big from the Prestolite. It is best to seal it up snug. Just my opinion mind you. Mark

Gastons in white river Arkansas. Park your airplane next to the restaurant. Mark

I just got this from the FAA on a webinar. You have asked us to notify you when a webinar is scheduled that meets your criteria. The following webinar may be of interest to you: "Pattern Operations at Pilot Controlled Airports" Topic: Safe Traffic Pattern Operations at Non-Towered Airports. On Wednesday, February 24, 2021 at 18:30 Central Standard Time (16:30 PST, 17:30 MST, 19:30 EST, 14:30 HST, 15:30 AKST, 17:30 Arizona, 00:30 GMT) Select Number: GL13103126 Description: This webinar consists of a combination of presentation and discussion. The subject webinar focuses on safe operations at non-towered airports, particularly those with high traffic density and a mix of aircraft performance profiles. FAA recommendations and regulations are presented and attendees are invited to offer observations on the meaning and implementation of those regulations adn recommendations. To view further details and registration information for this webinar, click here. The sponsor for this seminar is: FAASTeam The following credit(s) are available for the WINGS/AMT Programs: Basic Knowledge 3 - 1 Credit Advanced Knowledge 1 - 1 Credit Click here to view the WINGS help page Mark

While I encourage and myself use what systems I have on board whenever I can, I primarily look outside whenever making approaches. As an example I was almost run down by a Cirrus pilot who was so busy playing with his electronic toys that he did not even see me. He passed so close over me I could see the exhaust streaks on the bottom of the aircraft. He was not even reporting on ctaf. Long story short in visual conditions pilots need to look outside. In fact the FAA has recognized that pilots are not looking outside as much as they should and they have had several seminars on this subject. Mark

That is a sad state of affairs.... We used to take pride in keeping the stall horn on without getting a full stall. It was an indication of the ability to precisely control the aircraft in an unstable situation. Mark