mhrivnak

Are you running rich of peak? A clogged injector or other restriction on fuel flow to that cylinder will cause it to run less rich / more lean, which would give it a different EGT than the rest. You might learn something about the problem by doing the GAMI lean test and seeing where/when that cylinder peaks relative to the others.

That generally looks like the size of several bolts that hold the nose gear assembly together. If your thumbs are about like mine, that could be something like an AN6-14 or AN6-15, both of which are used in the nose gear. Take a look at IPC section 32-20-00 for the diagram and a list of all the bolts in that area. I wouldn't put my head under there until either confirming that the critical bolts are all there or attaching a tail weight. You might consider sticking your phone between the gear doors and taking several pictures facing forward. But also, wow that bolt has been through some trauma! There must be a story of how it got so scarred. Let us know if you figure out where it came from.

See my post above. It's been gone since some time in July.

PIREP: It worked great on a round-drip from NC to NYC with the regular $50/month roam plan. I have a 28V bus and bought these for power: Cable: https://www.amazon.com/dp/B0DS6YX58K Power adapter: https://www.amazon.com/dp/B0CZ7BL16W You can get a dedicated power cable that plugs right into the cigarette lighter port. But I need to also charge my ipad, so having at least one extra USB port is handy.

Just to emphasize what someone else mentioned, the GW change requires re-marking or replacing the airspeed indicator. Digital ASI makes this a lot easier. If you look at SL 92-1, you'll see that the kits they originally sold to accomplish the change included a new ASI. On mine, the bottom of the white arc went from 54 KIAS to 58, and the bottom of the green arc went from 58 KIAS to 62.

I'm looking at a 1983 M20J POH, and it disagrees. Green arc starts at 63 KIAS. Looking at the airspeed calibration graph, that would be about 61 KCAS. Its max weight is 2740lbs.

That's no longer correct. The $50/month Roam plan is now good up to 450 knots. They changed the following page some time in July: https://www.starlink.com/support/article/36fcdd07-e552-3dec-c6cc-bf8b8bb669cd General Aviation customers may select one of the two service options: For aircraft with ground speeds under 450 knots (land only, max 2 months outside base country): Roam 50GB – $50/month USD Roam Unlimited – $165/month USD For aircraft with ground speeds under 450 knots (land and ocean coverage): Global Priority – $250/month USD

A private pilot who lets their medical lapse could fly under "sport pilot rules" in an airplane that meets the new requirements (59KCAS VS1, etc.). Anecdotally, none of the three M20Js I have access to would qualify based on VS1. They are from years 1984, 1990, and 1993. https://www.eaa.org/eaa/aviation-interests/light-sport-aircraft/getting-started-in-lsa/become-a-sport-pilot-and-fly-light-sport-aircraft/existing-pilots-becoming-sport-pilots But importantly: "Existing pilots, including previous student pilots, who have had their most recent FAA medical certificate application denied, suspended, or revoked by the FAA are not allowed to operate using their driver’s license."

You buy the engine from a Lycoming dealer, and it comes with the STC.

There was a good discussion of this recently regarding mid-bodies. I like the yaw damper in my J (details in that thread), and I would expect it to be even more helpful for a short-body, since the vertical stabilizer has less leverage to counteract yaw.

Have you looked for an induction leak up front, where it would affect all 4 cylinders? How's the seal on your alternate air door for example, and is its spring tension correct? Do you have the correct air filter, and it's installed correctly? The fuel servo's metering responds in part to changes in air flow. I don't know if it would be enough to cause this, but it's worth looking for any potential leaks, cracks, loose connections, etc.

My understanding is that it's common for the GFC 500 to do a poor job of maintaining IAS during a climb in turbulence, even on other airframe types. For example my flying club has 5 Piper Warriors and sees that same issue. IMO, pitch mode is the right tool for the job in that scenario. I like to climb at around 100kts IAS in my J, so in turbulence I'll establish that, and then turn on pitch hold. Then just keep an eye on your IAS to keep it in a desirable range, and adjust pitch if needed. It's a much more comfortable ride that way. Even if the GFC 500 could do a perfect job of maintaining IAS in turbulence, it would still be doing significant pitch changes, and I think I'd prefer to just maintain pitch and accept the fluctuations in IAS.

Just keep in mind that the Delta 2's stated capacity of 1024Wh is the battery's raw capacity used as DC. Converting DC to AC via the inverter, and running its onboard accessories, will eat into that significantly. It looks like a 4-cylinder Tanis draws 240W, so I'd plan for 3 hours max out of a Delta 2.

Good point; maybe that's not the list I thought it was. In NC we are definitely exempt for parts if they are for an aircraft whose max takeoff weight is 2000lbs or greater. Shipping of those parts is still subject to sales tax. Spruce does a nice job of automating that at checkout if you just enter the tail number and max takeoff weight.

Spruce has a much longer list of states with exemptions. Notably to me, including North Carolina. https://www.aircraftspruce.com/catalog/stpages/statetax.php