dzeleski

How is it being flown every few weeks if it has not been through annual in a few years? Or is there a typo in there somewhere? Heres the thing, do you want to work on an airplane or fly an airplane? Personally I would just find an airplane that doesnt have so many question marks around it unless you are an A&P and have the time to do it. Not sure what its worth but its definitely not worth 50k if it has not had an annual in years.

Its possible the latest cars are running closer to 14.7 as I have not been in that scene for about 5 years now. My 2017 runs around 15-15.5 or so at 60 in 6th. Mid 2000s cars ran leaner then that. The Prius engine isnt a true atkinson engine. Its actually an otto cycle design with simulated atkinson mode which is made possible by VVT. Almost all toyotas including my tacoma can enter into simulated atkinson mode by using this technique. https://mag.toyota.co.uk/toyota-use-atkinson-cycle-engines/ https://news.pickuptrucks.com/2015/01/how-it-works-2016-toyota-tacomas-atkinson-cycle.html I think our power grids have no where near the capacity required for everyone to switch to electric. One day for sure, but I think we are a few decades away before ICE development is considered a waste of time.

Not the cars ive worked with, and ive worked with hundreds. Most under load are running 12-13:1 , and 15-17:1 at highway loads. Back in the 90s honda was running their early fuel injection setups at like 18-20:1, but we then figured out that was causing worse emissions then at 15-17:1. During cold start yes, this warms the cats faster for emissions reasons. Im not saying to use auto engines in airplanes I think the raptor project displays why that doesnt work, what I am saying is to use modern electronics and control systems on the same engines with modified heads to be able to use that tech. Most people dont, true. Considering I build, race, and tune my own engines its a little different. Ive tuned many cars and motorcycles for everything from street use to racing. Piston engines are piston engines. Just because the load is a bit different or the cooling style or type is a bit different they still follow the same laws of physics. Largely racing pushes tech forward when it comes to auto companies these days(Other then just internal R&D of course), tech that existed in motoGP and F1 decades ago exists in cars/bikes today. Current F1 engines are >50% thermally efficient, which was thought to be completely impossible just a few years ago. Just because the military doesnt need piston engines anymore doesnt mean research has stopped or dried up. Its still on going but coming from different areas, we are just not using any of that knowledge in GA aviation. Innovation as completely stopped. My race gas is actually very similar to 100LL and ive used it in a pinch many times. A long time ago VP used to literally buy AV gas to use as there base fuel. 100LL is actually an octane of 96 if using the same pump gas measurement. The biggest difference is it has a lower specific gravity then most other fuels which means by default you run leaner with no changes. Its a common misconception that people think that 100LL is designed for lower RPM but thats not the case. its designed to have significant detination resistance because our ignition and fueling is so inaccurate that we need the head room. There used to be air cooled auto engines too, in fact those are still being built and used/raced. Many of them have been retro fitted with modern electronics and controls systems and making significantly more power then before. GA Piston engines and auto engines have a lot more in common then you are trying to lead on. We dont need every single new piece of tech attached to these engines due to the way we run them (constant power for hours), but many pieces that already have a ton of research behind them could be and we could gain significant improvements by using them.

My J goes in for a second G5 and a GFC 500 in 30 days. There are two reasons I decided to go with the G5 over the 275. 1) Backup battery on the 275 is only a 60 min battery, the G5 is 4 hours 2) The round screen causes the tapes to be warped and clutters the screen too much imo

I think we all forget that these POHs are 40 years old. Sometimes even more then that. We've learned a few things about airplanes and their engines in half a century. Just because something is in a 40 year old POH doesnt mean its correct in 2021. There are many things I dont follow word for word because its just flat wrong or misleading by todays standards. For climb my 77 J says lean for smooth operations, not sure about everyone else but smooth operation is a range of several GPH for me and ranges from not great, good, to actually terrible. For econ cruise it says run ROP by 25 degrees which is one of the most stressful settings for the engine. For decent it says: Rich or Lean for smooth operation. So either pissing with fuel or "lean". And for taxi it has zero recommendations for fuel what so ever. Lyco and Cont do have their heads up there asses when it comes to fueling, ignition, and engine settings, but largely because the regulations make it so damn difficult to actually do anything new without it costing millions. Which is why we are still stuck with engine designs from the 50s, and the efficiency to go with it. That company that told lyco they are stupid is largely correct. Your car has been running lean of peak since the 90s and there is no reason why our airplanes cant follow along. We should have 2x ignition coils per cyl, 2x injectors per cyl, 2x ECUs running in a linked active/active mode. This tech exists, yet we get to sit here and talk about 40 year old recommendations/tech as if its 100% true and cannot be changed over time as we learn. Its really pretty insane in my eyes.

To answer this directly a small amount of surface rust is typically not a problem. But once it starts pitting it becomes a major problem as the next time the rings pass by they get beat up and no longer seal and compression will suffer or oil consumption will go up as the oil rings can no longer contain the oil. If the rust doesnt easily wipe away its a problem. If the cylinders have rust I would start to be worried about other areas as well. As stated by others I wouldnt move forward on an idle engine like that without seeing the lifters and cams as well. EDIT: The window between not a problem and a problem is very narrow.

Nonsense. I paid for a working device. I should be able to get a new one sent, transfer settings and current counters and return the existing. Im a paying customer. If they need a credit card hold for the process thats fine. Thats how many warranty procedures go for many pieces of high end equipment (servers, cameras, etc.). Theres no reason I should be down an instrument for weeks because some pixels died. This was a 700 to 730 upgrade, Im planning on a 900/930 and a newly cut panel next year but threw this in the plane last year to hold me over. GFC500 is going in this year otherwise I would be doing it now.

I actually installed it so its not that I dont know how to remove it. Id prefer to just be sent a new unit and then I can send this one back but it is what it is. Ill remove it and re install it, im not modifying the install its just a few screws and a couple connectors on the back.

Kind of annoyed by this since the screen isnt even a year old yet and its already failing. Any one else ever have these issues? The marks you see when the screen is off translate to lines of bad pixels when the screen is on. Airplane is hangared and when I travel I cover the airplane so the avionics dont just bake in the sun. Going to reach out to JPI and my dealer today to see what can be done. Edit: Reached out to JPI, its under warranty but I need to send in the whole unit which blows.

The list of items is not all inclusive it is just a list of examples. The Coleal Interpretation is what you are looking for. I would not hesitate to replace a light bulb assuming you are mechanically inclined. https://www.aopa.org/news-and-media/all-news/2019/october/pilot/savvy-aviator-preventive-maintenance https://www.ssa.org/files/member/coleal - (2009) legal interpretation.pdf

If you have a sensitive device just charge the batteries more often. The issue is that cheaper rechargeable batteries drop off in voltage differently then a single use battery does. I'd pretty much only recommend using Eneloop Pro batteries and have never had a single issue with them even when the device says not to use rechargeable batteries.

Good to know thank you!

You cant fit a second alternator in a J as far as I am aware. This is part of the reason I went with Garmin instead of Aspen. 2 hours wasnt enough for me personally. My G5s genuinely last about 4 hours, ive tested it. I would not expect the time to degrade much over 5 years because 100% charge displayed is not actually 100% charged, its most likely around 80%. This allows the battery to keep a consistent run time over many years. The GI 275 only runs for 1 hour, which is the reason I didnt go for that either. Replacement G5 batteries are under $200 dollars, so worst case you replace them every 3 years. You should be vigilant about replacing the main battery regardless, they arent that expensive all things considered when the alternative is being stuck on the ground in the middle of no where. This is also why more people should start looking into lithium based batteries, they can handle deep drains much better and will be able to be charged without damage after being drained deeply.

I think it really depends on how often those back seats are gonna be filled and by who. I went with a J because the extra back seat room makes a big difference for longer trips. I fly with all 4 seats filled on a regular basis. Keep in mind the kids are gonna get bigger, will they keep flying with you as they get older? A short body might work for a few years but then you might need to trade up to a mid or long. If you plan on keeping the thing for awhile get the one you will grow into rather then out grow in 3 years. At 75k I wouldnt be looking at a J though, need to be around 90-100k for a good one imo. As said an F with speed mods is basically a J and not a bad choice. Thats what I was looking at before I was shown this J and decided to extend a bit to get the plane im gonna keep for much longer.

As of right now you need a plane that can hold 900lbs useful including 64 gallons of fuel. I fly XC with 3-4 people all the time with varying levels of being at max weight. My J is an early model and has 1000lbs of useful. A Mooney will absolutely do it, but keep in mind your family is probably going to get larger in either number or physical weight. As they get bigger you will either need to pack lighter or leave fuel on the ground. Leaving 15 gallons on the ground still gives great range in a Mooney and youll get another 90 pounds or so back. There is plenty of leg room in the front and back of my J, I have never had a single complaint but I find that keeping shorter people up front and taller in the back seems to work best for everyones comfort. I wanted a fast retract with a simple gear design. Any Cessna retract is 100% off the table for me personally. I also considered a few bonanzas but the extra seats caused insurance to be significantly more then I wanted on top of the extra cost of maintaining and repairing 2 extra cylinders. Which is also the reason why I stayed with a J rather then going with a K or later.

The machine they use for the standard vision test is a piece of trash. Completely useless test. I have 20/20 vision, yet I struggled to read the letters in that machine that is probably older then I am. Next time ill go to the eye doctor a few weeks before my medical expires and get a vision test done because I dont have the time to argue with someone over it.

Ive done a few 1000nm flights VFR only. I've had 2-5 eye opening experiences that have hurried my IFR training. Its possible to go on long trips VFR only. But you need to expect being stuck on the ground more often then not. PPL lets you fly 1-3 days out of 10. IR lets you fly 6-8 days out of 10.

1) Out of Trim on AP, you can force it out of trim to hear what it sounds like 2) Gear warning, when the power is pulled back without the gear down 3) The switch to test your annunciator panel is stuck slightly and is beeping for the low voltage alarm. Mine does this and it drives me insane. A quick press of the button seems to make it stop.

Looks like thats at cruise at 10,500. In which case that is no longer acceptable pressure. Idle on a hot day right before take off is one thing, not at cruise though. I would not be flying this airplane until you can determine if its a sensor/gauge failing, an oil pressure adjustment, or a mechanical failure.

True, but my airplane isnt registered in NY unlike a house, car, boat ,etc., its federally registered. You would think things would be standardized but I guess thats asking too much lol

Well thats nice to hear. Thats super strange that they wouldnt write polices in a specific state, bummer too cause 30-40% would be awesome.

As am I. Im actually already his customer. Im hoping my increased hours offset the increase in rates this year. We will see when I give him a call in a few weeks.

Im slightly worried about my renewal in Dec and im 28. I had < 85 hours TT, no time in type, and no RT time. Im almost at 200 TT and have crossed 100 in type but covid delayed my IR plans for earlier this year as NY shut down for a while. Hopefully I dont get totally ripped apart.

Useful Load

Ill vouch for Parker as well. Super nice dude and is very easy to deal with. I used Dorr Aviation for the loan, they were super easy to deal with and helped me understand quite a bit that I wasnt 100% aware of as it was my first airplane.