PTK

I don't believe in conspirancy theories. I think we need to be sure we are not ignoring the basics. One big thing is making sure the oil iin the engine is actually dry. This means we need to be sure that our true oil T is where it needs to be (180° F) to boil off water. Water in the oil compounded with an engine that may not fly as regularly causes corrosion. Then operating that engine with rust accelerates wear. How many of us have tested and are really sure the oil T gauge is telling us the truth? Back to the basics that are within our control: use a top quality oil, change it frequently and be certain of it's temp. Incidentally this explains, in my mind at least, why the efficacy of additives like camguard is very subjective. Water condensed in the oil causes rust no matter what anyone trying to sell their magic potion says. It needs to be boiled out.

Speed brakes are extremely useful when used properly. This means knowing when to use them and when not to use them. They add another dimension and a wonderful aircraft control tool to have. Especially on our slick Mooneys. And, as I’ve been told by pax, they’re also very sexy! I use mine practically on every flight. Of course as with other equipment they’re best when installed by previous owner! But that’s not always possible. My advice would be if you’re thinking about it don’t hesitate and just get them. You’ll wonder why you didn’t get them sooner! A Mooney without speedbrakes is restricting its performance potential, imo.

It looks cool but... it's not! They claim 1100 BTU with 160 W max power consumption and EER of 9. The math just doesn't support it.

I’m puzzled why you found the need to climb so aggresively. Going missed from your 3320 MDA through the missed procedure you are better than 1000 feet above any surrounding terrain. I wouldn’t worry about your CHTs. They were not excessive.

So are you saying that Lycoming of conspiring to sell more engines? And our collective acceptance of the concept of "blame someone and sue them when something goes wrong with no regard to relevance" has nothing to do with it, right?! Personally I'm happy Lycoming is still here and hasn't gone to China the way Continental has. Frankly I don't know how long it'll be before it finally happens.

I agree this is intrinsically a metallurgy from a certain time period issue. I would also add that it probably has to do with the engine being operated properly in making sure the oil is actually dry. I’m not buying into how long it has sat or how many hours it has flown or using scamguard etc. My local mechanic who changes my oil at times relayed two similar stories to me a couple of years ago. One was about a Cessna that sat in a barn in upstate PA for 15 years. He went up there to get the plane back up. They changed the battery and oil and she fired up. That engine is still flying today. The other one was about a plane on my field but don’t remember the details. But the theme was similar. Point being the word “corrosion” scares people but I don't think all “corrosion” is created equal.

~ 4/10 with cam problems is pretty bad. That's almost half! I'd be interested to see chronology, as in when were these components manufactured, data in this poll.

I'm curious about different practices out there as to oil change intervals and to see if any correlations can be made. Non-scientific poll simply out of curiosity!

It’s been through design changes and now it’s getting a software update. According to BK it was released a few months ago but they decided to hold it for a software update. Rather than release it and have customers deal with the update. It was just a logical customer service decision really.

You’re making the right decision waiting. The KI 300 is supposed to be coming out soon. Q3 this year according to BK. It will enable you to accomplish exactly what you want.

I wouldn’t obsess about airspeed so much. I understand you’re doing it because you drop the gear so early. Try decsending at a somewhat constant slope while slowing down aiming to be at gear speed by the faf. Use speed brakes if you have them. Then at faf gear and then flaps prn. For a 3° slope a good rule of thumb is to multiply GS by 5 to get fpm descent required. eg. 100 knot GS requires ~500 fpm.

This is a good theoretical discussion. Practically speaking however, no one cares how we enter a hold. All atc cares about is that we follow the hold instructions and execute proper turns staying on the protected side. In my view teardrop and parallel are really the same animal and GPS obviously makes it very easy. But without GPS sa I do prefer the parallel over the drop. I find it easier to know where I am in relation to the inbound leg.

I don’t see any error. Perhaps you don’t fully comprehend the fine details and you think it’s an error. It’s not. I trust the GTN. The GTN simulator confirms as it always depicts the hold as published. Try it. I think this may have been due to the gpss.

That's weird indeed Cris. When I put it in the simulator leaving SEWEL activating approach at KAGYS the simulator does show correctly left teardrop on protected side. I wonder if it has to do something with the gpss.

Cris, are you referring to the hold at KAGYS? If so from which direction were you approaching KAGYS? I’m trying to reproduce it in the GTN simulator.

Sounds like a pita if you have to remove the clock every time it needs a battery. Maybe you can connect a longer wire and stow the battery holder down under the panel so it's more accesible. Clocks usually have a keep alive wire to ship's battery. I wonder if yours can be converted by simply adding a fuse.

If it's mounted from behind the panel you need to you can loosen that entire subpanel the clock and tc is in and lift it outwards enough to get access behind it. There are two screws at the top which are hidden by glareshield and two underneath that screw upwards along the bottom. Loosening and lifting the glareshield a little helps.

I installed the Orion 650E in my J and still have most of the originals. Mine is the enclosed wingtip so it may be different. If you clarify what exactly it is you need I may be able to help you. A picture would be great.

I was also wondering the same thing. What is it he did that carries a sentence of crucifixion?

Bob was a friend and a fellow Angel Flight pilot. We had flown together and he was a very capable pilot. He loved his Baron. We spoke on the phone Tuesday evening and he mentioned the flight and the wx he was monitoring. Wednesday morning VAY was LIFR ceilings around 400. I didn’t think he’d go but he went. If he had trouble and needed to get back in there was no way because there are no precision approaches. I heard today at the airport that both engines were running moments before the crash. Speculation is spatial disorientation and loss of control. Tailwinds and clear skies Bob. This is the second friend based on my field who I have lost to a Baron crash. The first was Ron Lecates who crashed his Baron several years ago at MIV.

Congratulations on your IR Dev! Charlie is an excellent instructor.

I see. Because the gentleman has no idea and he’ll never have the opportunity to respond it’s perfectly ok to denigrate him. Feel good warm and fuzzy and have fun all at his expense and safely behind his back. It’s all very clear to me now.

I did not, am not and will not call anyone anything derogatory. He is the one who initiated the name calling and by doing so he must also assume the responsibility and the burden. Why don’t you, therefore, ask him why he is calling the other pilot an “arrogant” “cowboy” who thinks he owns the airport? All I’m asking is for some substantiation of his remarks. I find it remarkable how easy it is for him to slam the poor guy behind his back, yet it’s so difficult to support his name calling by posting substance in the form of a recording. Or at the very least invite the gentleman so he can have a chance to respond. Too much to ask? Tying up the frequency reciting the FAR is childish and serves no purpose, imo.

I don't accept or care for unsubstantiated information. It's rumor and gossip. I shake my head at those who do, frankly. This, imo, is someone strolling along in VMC seazing the opportunity to complain about something or someone! Probably because moving out of the way would delay their brunch!

Agree 100%. Being vengeful is unprofessional and detracts from safety. On another note, I’m not prepared nor inclined to take his word for it and assume the Citation pilot was rude. I’d ask him to please post a recording of the alleged exchange. This way we can all have an opportunity to hear what was said, how it was said, and if it was as he describes it. Alternatively he can invite the Citation pilot on here so he can give his side of the story. Without balanced information what he says is hearsay and just drama and static.