GeeBee

Legoland!

I consider the GI-275 to be too small for good SV.

I start just like I cold start. I NEVER leave the boost pump on after priming hot or cold. To prime I have mixture full rich, advance the throttle to 10gph, then idle. Boost pump off. If I cold start it fires right up. Hot start I advance the throttle until the air flows matches the fuel in the cylinders and she lights right up, usually at about half throttle and about 5 blades, then quickly down to idle. Works great.

Also with regard to the magnetometer or "flux gate" I found out something while replacing the screws on the cover over the unit. I had a seized nut plate and the parts manual lists incorrect nut plates. It list MS21049L08K. These are incorrect for G1000 airplanes as they are steel. The installed ones are correctly aluminum. I had a hard time finding aluminum but found them finally at nutplates.com. I also replaced all the screws on that panel with brass. MS24693bb2. I then placarded the panel "Flux Gate Non Magnetic fasteners and tools only".

The messages are telling you clear enough. GPS data is not available. Both to AHRS and to ADS-B. Given your GIA's are functioning, it may be antenna or data bus. I don't know if the GIA would give you a red check with a GPS receiver only malfunction. What ever it is, data is not getting through.

Generally life is about 2 years. I have been just ordering it in gallon bottles from Amazon, yes Amazon. Better price in bulk from Spruce, but the gallon bottles keep it fresh. As to how do I deal with the run-off? I don't in general unless it is for maintenance. If it is for maintenance I pull the airplane just outside my hangar and let it run onto the asphalt. It seeps in fast and the mark is gone with the next rain. I really don't like to do that because unless you want a mess running out of your cowl from the slinger nozzle you need to cap it off. For just exercising the system, I do so when I fly the airplane. I did so today. Ran both windshield pumps and both airfoil pumps. Sorry about that TKS fluid falling on you in Tuscaloosa, but then again, Sabin has it coming.

I have been in moderate icing and found it quite effective. I like it better than boots. I've flown them all, bleed air, boots and TKS. Bleed air works great if you have the engine power which many airplanes do not (like the MD-80). TKS IMHO works better than boots. As to my pushing 50 bucks worth a fluid every month. Yep I do and I find the reliability of the system greatly increases the more you use it. Two gallons of fluid a month is what I have found to keep the thing in really good shape. You can do less, but it takes longer for the system to pressure up etc. This way, lights go green the minute I hit the switch.

I live in the ATL metro area, based at KGVL and have a FIKI Ovation. It is costly to maintain. First there is the monthly exercise, expect to push about 2 gallons of fluid. 50 bucks. I just had to overhaul the stall vane, which was 4 weeks down time and 1800. bucks. The previous owner did not maintain the system, he had to spend about 6000 getting the pumps overhauled, but even after that, I had to put in another 2000 to get it all operational because the panels were not well purged. So if you buy one, make sure it is 100% operational and if not, make the buyer fix it right. That all said, I sought and wanted a FIKI airplane. My missions take me up through the mid Atlantic all times of the year. I also go to the Dakotas in fall and winter for hunting. It takes up a lot of useful load, but my mission is usually just me and my wife. If they have a gross weight increase however, I will buy it. The safety and security of an IFR dispatch with a FIKI airplane cannot be understated. I can think of 4 missions last year I would have canceled without FIKI. The good news for you, is I'm local! I built a purge unit which you are welcome to borrow should you need it. I also have spare seals, B nuts, pressure test plugs etc.

The one I had in for overhaul came back finally, so no need for new. $1768 for overhaul.

I got my stall vane back from Safe Flight. Looks very good. They even personalized it with a "G" on it for me! I am posting this because when I got it back from SafeFlight the inspection report said, "non standard connecter removed" and the unit now had a square molex connector like the one in the pictures from CAV posted above. So now I have my unit, but the connecters don't match! So I called CAV and as always, Mr. Jason Jennings is there to bail me out. He explained that both connecters are acceptable, and that the one on my airplane is what they used to put on which is a Tyco plug. He gave me the part numbers for the new style and they are as follows Plug Molex #03-06-2122 qty 1 Pins Molex #02-06-2103 qty 4 I checked Mouser and they have 45,000 in stock LOL! Anyway I had Tyco pins left over from my defroster motor project, and after discussion with my mechanic the preference was to change the plug on the Safe Flight unit rather than the plane, because there was more material to work with and it was easier to work on the bench. So we removed the pins from the old plug and put in the wires and pins. Here are some pictures

If you start getting into financial justifications for personal airplanes either the airplane itself or the trinkets you hang upon it you will bee on a fool's errand. Like my boat I expense it to "mental health". I have yet to see a hearse with an armored truck behind it and my kids can make their own fortune like I did. Inheritances poison families.

The manual says overhaul the regulator every 6 years, inspect every 3 years. If you are part 91 that is not mandatory.

This is not a test flight. It is a flight evaluation. It is a check to see if the airplane meets the certification requirements and that the systems installed function as intended. Additionally it is a check to see if the training module Boeing has designed is adequate for the average line pilot and the training fidelity is adequate. As the VP of Ops, Dickson used to do FCF's, functional check flights of aircraft all the time for the company. It is entirely within his training and experience to operate this flight.

I gave Captain Dickson a line check in the 737NG years ago. He is an excellent pilot and his evaluation of the Max will be thorough and thoughtful. It is nice to have a real stick as the Administrator.

I insist on escrow regardless of which side of the transaction. As a buyer, I like to give the seller confidence in the deal before he delivers for a pre-buy by putting the entire amount in escrow As a seller, I want to see you are really serious about completing the transaction. On both sides, if there is a problem in pre-buy you can often work it out with money left in escrow after closing to cover a conditional situation such as a engine corrosion.

My experience is they are accurate.

I hate to tell you this but Aircraft Spruce's price for a 55 gallon drum is 685 and includes free shipping.

But they were referring to the battery cable itself. It is not fused, so no wire should be run with it, attached to it.

A guy on our airport has just bought a Vashon Ranger. The lithium battery went dead and I was unimpressed with the factory support. It was pathetic actually.

Try "the oxygen lady" at KRHV. Aviationoxygen.com

I understand that, but that is why you do capacity checks. I do them on my plane, I do them on my boat, I even do them on my diesel truck. I've always got plenty of warning. I've never seen a sudden capacity failure, but rather the decline is both apparent and well announced.

I can only relate my marine experience with AGM batteries on boats. Those that are on a charger 24/7 last 6 years, those that are not last 3. I agree that a capacity check is in order, but I have found leaving them on a charger keeps them from sulfating giving longer life to perform to capacity. The lower the charge level, the more this sulfation occurs. If there is charge going in, there is little to no chance for sulfation. We had a guy from the Concorde factory (it is just a few miles from us) give a presentation at our EAA meeting and he told is that keeping a charger on them will not hurt and will in fact extend the life of the battery. Just make sure you do capacity checks at appropriate intervals but at least yearly.

Only if it meets the requirements of 21.1 (b)3. Not a lot of HD stuff in ICAs that I have seen.

Congratulations! You have waaaay more patience than I do!

Man, I thought I just went through the MOA! You take the trophy Paul! I had to replace one cylinder thanks to AD 2020-16-11, replace the rat socks, replace the tires, replace the "no-back" spring (Hunting down that kit was interesting, thank you Cole Aviation). Also had to send the FIKI stall vane off to SafeFlight. Continental replaced the cylinder under warranty, but it was delayed due to hurricane Sally. Lasar reworked the actuator for me pronto (thank you Corrine and Dan). They did their part expertly, but UPS failed as the California fires caused the actuator to miss the airplane out of OAK that night. SafeFlight is struggling with only a 4 day work week due to Covid and parts are problematic. I got a commitment from them this morning that it would be here no later than Wednesday morning, thank you Nigel Craig! For some reason, everything in aviation is a struggle right now. Good luck Paul, I know you love your 252. It should be a cream puff when finished.