Will.iam

The composite top prop from Hartzell is not STC for my M20K or i would have to really sit down and weigh the advantage of better acceleration over cowl removal for maintenance issues. that 2 blade vs 3 blade would represent. my MT 3 blade is much more prone to scuffing the prop with the cowl when removing and installing the cowl when the blades are lower than horizontal which would not be the case with 2 blades. My top speed inefficiency of having an additional blade was offset by the 13 pounds lighter nose thus moving the CG aft in cruise. The top prop would be even more speed gain with the further aft cg lighter weight, and one less blade drag and maybe with the smitar blade design not that much loss on takeoff roll but alas with no STC for my M20K i stopped researching the top prop.

$700 is a hard pill to swallow for shades. My home depot $49 cling film works well enough.

If you really want to geek out run AI on propeller charts for optimum rpm and altitude efficiency. my McCauley 2 blade had a narrower 90% or better RPM with sweet spot altitude of 18k. My MT-12/188-53 propeller has a 90% over 200rpm band with sweet spot altitude of 20k. But i got mine because of the 5% increased performance for ground roll and climb out as i live on a short airfield with trees and that has paid off in spades for me.

https://bevanaviation.com especially if you can fly to their shop. @Jake@BevanAviation is extremely knowledgeable on KFC-150 autopilots.

If the CAF can keep flying G100UL can be a success and a failure which oddly might not be that far from the real truth.

Wow thank you so much for your time and effort into this data testing! It sure seems like G100UL does not work well with bladder fuel or fuel hoses.

Oooh techcedures the act of someone trying to pass (usually their) techniques as procedures. The antidote to someone infected with techcedures is to ask them to show me where that procedure is written?

One of the reasons I slow to below 80 kias before I lower the gear so as to put as minimal air resistance wear as I can on the gear components that move when lowering or raising the gear. Taking off easy to be below 80 kias, —landing not so much.

@LANCECASPER our resident Mooney history expert should know this (probably off the top of his head).

For me it’s the inefficiency of leaving the gear out that would bug me. Hell might as well go jogging with my shorts down at my ankles. About the same inefficiency.

Well Hank i guess you are putting one in tomorrow?

You will love it. Especially if you fly any commercial aircraft that has spoken radio altimeter call outs. Supper easy start flaring at 5ft hold at 1ft as the airspeed bleeds off and the mains touch down. So easy a caveman could do it.(borrowed from an advertisement)

Awesome list. To add 12. how to clean oil check valves especially from to the turbo. 13. how to clean and lube speed brakes as they are supposed to be lubed annually but how many A&P’s actually do this? 14. how to clean/ lube the jackscrew. 15. how to write a proper logbook entry as an owner. 16. How to pressure test upper deck intake to test for boost leaks 17. how to pressure test for exhaust leaks. 18. ring flush demo. What does a normal cylinder sound like and fluid passing through vs. a cylinder with a gummed up ring. I have heard it will not move at first but then as the crud gets washed away it becomes easier to pull the prop through. A video demonstrating this would be great as a video is worth a thousand words and would portray what is normal and what is not.

I’m totally shocked and glad they got this approved before this next FAA shutdown as that will effectively halt all other products seeking approval in the near future.

Uugh if lasar was indeed trying to do that it just makes Lasar feel like a slimy company to do business with. But they did deliver my wing top fuel gauges with a quick efficiency and wasn’t the cheapest price but they were not double the lowest price competitor either.

Interesting point and view. I hope you are right. And that their silence is not coincidental.

So would the dme show up on say a kn-64 from the trig feeding it?

Or maybe they will kick the can down the road like the government debt. Or maybe the political winds shift and lead is not the big bad bogieman that it’s been portrayed. There is an A&P at my field 80+ years old and i was shocked when he finished an oil change and just washed the oil and grease off his arms and hands with 100LL! I was like damn! Are you not worryed about lead poisoning!?! He was like well i don’t eat a sandwich right afterwards but been washing my hands with 100LL for 40plus years son and my health labs still don’t have me with any of that lead buildup non-sense. Made me question just how bad is the 100LL.

Can you display dme off the trig?

Anybody use the trig T56A?

Yes i bought 2 from lasar last week and they arrived today! In airplane parts world that is lightning fast!

With an M20K dynon and autopilot are now certified for use and avidyne 440 navigator but that sucker alone is 15amu.

My avionics instrument check guy that get to check and certify my altimeter and pitot system said go ahead and press those drain valves he gets more repair work and money as the system will more likely get leaks from those valves not seating correctly. He said being in a hanger he wouldn’t check them unless you had issues as you are far more likely to make leaks in your system. I checked mine before he started his test as i would know if any where stuck not sealed after i had pressed them. Which i have never seen any water come out of mine when i did test them.

Maybe it’s like owner produced part. No problem making as many as you want for your aircraft, but the moment you try to sell one of them the FAA coming to get you.

Went to 25k with door seal inflated at sea level. Honestly did not even think about it until time for landing as i always open the valve to deflate the seal before landing so i don’t forget and open the door with the seal still inflated as i do not think that woukd be good for the seal long term. It also is very satisfying to hear the massive rush and loud wind noise after the seal deflates as you just do not appreciate how quite the door truely is until the seal deflates and starts letting in wind. You know like rolling down your window at hiway speeds. Not quite as dynamic extreme but it’s not far behind that either.