rotorman

Could someone tell me what the blue pennants mean? They are all over the screen on my 650 and the manual does not show them under map symbols

My airplane failed the mag check. One wire is bad. I removed the mag for inspection. The impulse coupling was not too far from failing. Researching the new parts took quite awhile. Here is a list in case anyone has to go through this. The airplane is an 1980 M20J with an IO360A3B6D engine. D3000 dual mag 10-682555-11. Please verify all part numbers before ordering. Mag harness with cap new from QAA. M2916, $620. Capacitors from QAA. KA10-400574, $110, two required Impulse coupling. 10-785124-110. Source and price unknown. Will post if I find one.

I got a service notice from Garmin that this problem has a software fixed. Called the dealer and he installed it on my unit. Problem gone.

Thanks for the feedback. I think my N7 aquired some kind bug. When I first got it, it loaded normally. Later, after much practice with the app whilst trying to learn it, I got a black screen. When I shut the app down and restarted all the downloads were gone. It never worked correctly after that. I uninstalled and reinstalled the app several times. After that, once in a while I would get a chart download slowly, but mostly it would just stall. I found other apps where it would stall as well. I took it back today for a refund Maybe I'll go back and give it another try with a new one. Or maybe I'll get a Samsung Tab 8. That extra inch gives a whole lot more screen.

Bought a new N7. It's running the newest software, 4.4.2. However, it will not download data consistently on Avare. I can put my two year old SGH4G phone using wifi right next to the N7. The SGH4G downloads the charts but the N7 stalls at about 5%. This is an FYI if you are thinking of purchasing a new N7. My is going back to Best Buy today for a refund.

Disregard. They moved it to Application State.

Just updated my Avare app and they changed the preferences page. I can't figure out how to change from portrait to landscape. Anyone else run into this?

Great discussion. Thanks all for the great input. I have seen so much about the IPad/Foreflight/Stratus it's enlightening to see what others are doing.

Zane, I'm not fully understanding this. Are you using the Tab 2 GPS with no other external nav source to navigate? And are you using a Serius subscription to receive inflight weather?

I'm interested in anyone's experience with tablet map displays other than IPad. There are a fair number of reviews on Stratus and IPad but not so many about android products and the GPS/ADS-B that input into them. So if there is anyone using Android please let me know which products you are using and how you like them.

Lancecasper, Thanks for that that excellent writeup on the 252K vs the Encore. But one thing that you did not mention was cost. There is an Encore on Controller right now. It's in Brazil and the asking is $270k. With that we are approaching Columbia 400 prices. There are good 252Ks out there for $150k with upgraded avionics and good paint and interior and mid time engines. If one does not need the extra gross weight and can look past the royalite (ugh) panels the 252K looks like a good buy to me.

For many years I have lusted for a 252 but my desires were always blunted by the high cost and lack of availability. That has all changed. A renewed intrest lead me a on a search for a good example. I was stunned to find that with little effort I found fourteen 252s on the market. These are mostly '86 to '89 models. And the prices range from 185k down to 96k. In years past I was lucky to find 4 or 5 and the prices were always over 150k. I have an '80 J to sell so the down side is going to be that effort.. But other than that it looks like my ship has come in.

Are we looking at the same chart? The Seattle Class B has no rings. The sectors are mostly trapazoids. The only thing you can use a the VORTAC for is to the SEA approach corridor which has a 12NM arc.

So your idea is to use the chart, pick off all the lat/longs of all the boundries and then navigate off of them. Remember not the entire aviation community is using a moving map display, including me. The FAA requires a mode C transponder and radio to enter the 30 mile Class B ring. I don't think a GPS is required. So they should give the VFR pilot some way to navigate the area. If it is not possible to do so with that equipment then they should make a moving map GPS a requirement.

The Seattle Terminal Area Chart was changed last year. Instead of the normal concentric upside cake that we have all gotten used to they have divided the Class B into multi sided sectors. On the the old chart each ring was labled with a distance from the VOR enabling a VFR pilot to keep clear of the Class B. The new chart has only 12 NM in the approach corridors. How do we now identify the boundries of each of surrounding sectors?

LFOD, email me. I may be able to help with the tax thing. willflyforcash@hotmail.com

My airplane was built in 1980. When I checked under the panel a few years ago, I found all the dampers had disintegated. I bought all new ones and replaced them. This is not an area most people inspect closely. You have to get under the dash with a flashlight and inspect each one.

There is an STC for this. I think the company that had it was in FL. Maybe the Mod squad. It was a Coy Jacobs deal. Essentially, it adds stiffeners under the upper cowl. I have heard it doesn't work too well. About 5 years ago, I had my cowl reworked locally. They added stiffeners and reworked the gelcoat. It looked good for a few years but is again cracking in the same places. There is also another STC, held by Lasar, that somehow tightens the lower cowl. The lower cowl's only structural attachments are along the backside. That means there is a huge load on those fastener as the air loads go up in the front. The cowl wants rotate upward. This causes fiberglass cracking along the upper fastening area.

Quote: Cruiser I had a FREM w/roller tappets installed last year in my 84 M20J. I don't have any speed checks from before the exchange. I did do a brief run 25x2500 full rich with the new engine at 1500 MSL and got 168kts.

Bumped into this forum today and joined. Looks pretty good. I had quit the mailing list a while back. I have had my mooney for about 9 years. An '80 J. I think it had about 1000 hr on the engine when I bought it. I have all nine years of oil compumption data plotted on an excel spreadsheet. It started out at about 4+ hrs/qt and deteriorated to just under 3hrs. Then it failed a compression check two years ago on #4. Here is the odd part. It was fine at one annual and in the next it went to zero. You would expect something like this with a broken ring but that was not the case. The valve guide was worn for some time but it would close OK with the static check and pass compression until it got really bad. When the engine was running I was getting nothing out of the that cylinder. Finally it failed the compression check. I have a GEM and during all that time it showed nothing abnormal. I had that cylinder rebuilt and the consumption came back to the 4 hour area. I suspect if the other three were rebuilt I would get back to some reasonable oil usage. However the engine is coming up on 2000 hrs and I'm thinking of replacing it with the IO 390 recently STCed. Oh, one more thing. After the rebuild on the cylinder, I was pleasantly surprised to see an increase in airspeed. Makes sense. 4 cylinders will put out more power than 3.