N201MKTurbo

I wasn’t talking about pilot technique. I’m talking about approaching the stall perfectly coordinated and having the plane roll inverted violently with no warning. That shouldn’t happen. That same plane now gently stalls straight ahead with a pre-stall buffet like it should.

If they are rigged right they will stall straight ahead. If not they can snap roll. Unfortunately I know this for a fact.

What are you using for your air/ground indication? I'm using the output from the Avidyne and it is displayed on the transponder. Do you have any way of displaying its state?

Strangely, I never looked at the tail whale I was spinning it. There is a lot going on to turn around and check out the tail. The last time I flew a Tomahawk was in 2001 when I found the exact plane I used for my check ride and convinced the owner to let me fly it on the anniversary.

When I was getting my private back in ‘81 my instructor wouldn’t let me solo until I could demonstrate a spin recovery in the Tamahawk.

I wouldn’t expect much with regard to oil temp. I always adjust my oil pressure to the bottom of the green while hot. I find the engine uses less oil. I have an adjustable regulator I will sell for $50 + shipping if you are interested. I replaced it to stop an oil leak, but that wasn’t it, so it should be good.

The madness was unstoppable! The governments of the world were in a vast competition to build the most un-landable plane. https://en.m.wikipedia.org/wiki/Tail-sitter

I like these valves. They work good and they are an Arizona company! http://www.curtissuperiorvalve.com/tablet/products.html

There has to be stains somewhere. Or somebody is stealing your gas.

I’m sure all the fuel companies are very familiar with these additives. There must be some reason why they won’t work. I wish the development was more transparent, but these companies are trying to develop something proprietary that they can make money with. I think this is the wrong way to go. They should just develop a standard that any patrolium company can meet. The problem is that almost everything that there is to know about fuel chemistry was known in the 1930s when the Cooperative for Fuels Reasearch Committee set out to develop auto and aviation fuel standards. They tried all the compounds they are trying now. It is like deja vu all over again. The one thing they didn’t have back then were environmental regulations. Unleaded car gas is a much poorer fuel than what was previously available but the car companies redesigned their engines to perform well with it. The same could be done with aircraft engines, but that’s not what they are after. They are after the holy grail that was ruled out 90 years ago.

I would re-check the timing on the retard breaker mag. How is your mag drop?

A mechanical down stop should never be hit. The only use is to keep from bending your actuator tubes too badly in case of a defective switch or overextending it during manual extension.

Tetraethyl lead is the best octane booster ever found. Nothing works as good. It is very difficult to get gasoline to the octane numbers we need without it. All the other compounds that improve octane have bad side effects. The only bad side effects of lead is it is toxic and leaves a residue.

I use to use dilithium, but sense I got the Mr. Fusion I find that I can make most cross countries on a few Cheetos and a banana peel.

If you have dilithium what do you need ground power for?

If the FAA would approve electronic ignition and fuel injection we would have systems within a year. It is not for lack of the technology. If the airlines were still flying piston airplanes we would have had it years ago.

The electric transmitter goes down and we all crash!

What GPS? This was 20 years ago.

I’ve landed twice with no airspeed because of bugs in the pitot. It is a little disconcerting. I just fly the same power and sight picture I always did and everything worked just fine.

Does your plane have an ASSS? I don’t think they were standard on the 69. It may have nothing to do with the static test.

It is possible the guy doing the pitot static test accidentally shocked the static system damaging the airspeed switch.

I land with the airspeed needle pointing to the right. If it is pointing up I add more power, if it is pointing down I take some power away. I pitch and power to stay on the glide path.

Shaw had access to all the materials you are mentioning, but choose to use the materials they did for good reason, I’m sure. They perfected the design over decades. You guys think you can make it better with a few minuets thought. You don’t know exactly what grade of steel or aluminum was used, what heat treating and plating was used or why. If you are going to make an owner produced part, you should stick as closely to the original material as possible. I don’t think they choose the materials they did to save a few cents.

I would suggest doing your instrument training without an autopilot. After all you are the last line of redundancy. You are the backup system. Come he’ll or high water, you have to be able to fly the airplane. I have known a few pilots that would be in an emergency situation if their autopilot failed while IMC. I passed my multi ATP in a plane with no autopilot. That being said, they are sure nice to have.

If the display went out suddenly, it is probably not the display. It is probably the display HV power supply. It is the easiest part to fix. The display and display drivers are obsolete.