OR75

Just out of curiosity, why do you operate at low rpm with high MP? For me: Decrease MP then RPM Increase RPM then MP Basic of "complex" training.

If you fly IFR, I would do it. The GS and auto-trim are great features. Real IFR is a two persons job ( one flies and the other monitors). A good autopilot can be that second person.

what do you gain going from Stec 30 to 60-2 ?

Modern autopilots are the least standard kind of part that can be installed on an aircraft. The servos are in general aircraft model dependant. Cannot just take a used AP off the shelf and install it on an aircraft. I am sure your A&P knows that and will know what to do. I believe I saw somewhere that S-Tec STCs are aircraft (down to serial number) specific and used parts need to be recertified. Make sure the cost associated with that is in the quote you get.

maybe obvious but just in case.... your tach must have a yellow arc that stops around 2100 but are you sure your tach is calibrated correctly. the tach cable that goes from the magneto to the tach play games sometimes and could lead to easily 100 rpm off

the only this would work is if flame enterprise coordinated the purchase ( took the orders) and processed it once they get the number they need. i would be interested in the strobe switch

iwon't disagree with you. however, let's not forget that their lawyers position is based on the many lawsuits that they would incur if anything happened. Put yourself in their shoes, what would they have to gain to change the guidelines ? same goes for the FAA. It is frustrating they move so slow. We are still using engines used in automobiles about 50 years ago.

price and cost are not always linked the same way

http://www.azcentral.com/news/arizona/articles/20130328wikieup-plane-crash-abrk.html?nclick_check=1 please, fly safe. all data show that most accidents are preventable.

it is dependent on the country and each has its own domestic rules (I have not looked into the world's 193 countries). Certainly in Europe and Mexico where I flew, you cannot fly night VFR.

Outside the US (not sure about Canada), night VFR is prohibited.

about 2200 NM from the SF bay area. intriguing idea. need to think about it a bit.

How safe is it ? I heard Guatemala is pretty rough ...

I never understood and still don't understand the usefulness of a portable GPS having WAAS

I was thinking it is the trim servo. It obviously has a trim sensor that may need tuning. But it sounds like the sensor is doing its job of timing.

I was thinking the same about Aspen and Freeflight. Even the connectors / Wifi antenna and annunciators look the same. On the WAAS, I am really not worried about the "in" The ADS-B "in" part will be inexpensive whatever route we take. For a very simple reason: The FAA does NOT mandate it. You can get it on an iPad for a few hundreds. The ADS-B "out" is mandated by the FAA . So it will be expensive. ADS-B out requires a WAAS position source. I am a firm believer in the free market and I know what it means.

That's great news to have more options. But, I am still wondering what to do when having a non-WAAS GPS (no W GNS-430). The WAAS upgrade is about ~3 - ~3.5 AMU.

electricals systems are a pain to troubleshoot and mechanics tend to want to change (functionning) parts until the problem is gone (a few $100 each time). 1) Alternator: I believe your alternator is working correctly. In general, they either work or are completely kaput. Since yours is producing electricity (intermitently), I am thinking it is still 100% ok. 2) voltage regualtor / switch. Read a great post in Don Maxwell website about the issue that some old Mooney switches can have because corrosion. 3) I am betting you have tighetened the belt too much. A loose belt is not good. Being able to spin nuts by hand is worse. You can loosen it a tad and see what it does.

Question for you: when you disengage the A/P (or the altitude hold only), is the aircraft trimmed properly ? (if it is trimmed correctly, you should not have an abrupt up or down change in the aircraft attitude)

just wondering why you had to tighten your alternator belt and how tight did you get it.

POH are aircraft specific. They do include an aircraft equipment list and the W&B data.

what kelly lightweight did you consider ? i thought the only Kelly option is the MZ4222. thanks

i believe in a J model, the two options for a starter are a Kelly MZ4222 or a Sky-Tec 149-NL the former is much heavier (19 lbs vs 9.5lbs) the Sky-tec is advertised as high torque. Anyone can share experience switching from one to the other ? i am particularly interested in reliability and those famous hot starts. Also, is a form 337 required to switch to a sky-tec. ? ( i know a weight and balance will be needed)

right on. nothing wrong with remove and replace with exact same. all pieces and parts on a certified aircraft should have a part number on them.

not a bad idea to have a copy of the engine parts catalog.