kortopates

You could upload some of your EDM-900 data with the issue to SavvyAviation after you re-set the sampling rate to every 1 sec from the default of every 6 sec and I can take a look. Open a free account on Savvy and better yet fly the Savvy Test profile here: Savvy-Flight-Test-Profile-Expanded.pdf (savvyaviation.com) But my guess is that your exceeding the engine's limits on how lean it can go smoothly due to either mixture distribution or ignition. Does it have gami injectors that have been tuned to ensure a distribution of <= 0.5 GPH?

I don’t have the latest version so will have to check that out. thanks! But if i need a GPS feed iam out of luck as mine is only connected to audio output. Sent from my iPhone using Tapatalk

Mine is installed out on the wing impervious to exhaust & oil residue and has been flawless. If this issue gets to anyone consider moving it outboard to eliminate this issue. i do have to turn it off whenever going IMC since it will start reporting about ~3’ repeatedly as soon as entering the clouds which is a bit unsettling with pax aboard as well as a nuisance. Sent from my iPhone using Tapatalk

Crimpy the last loop is popular method, there is very little space after the last loop to do much of anything else. But its still possible to remove the piano wire from the hinge to pull of the door. Not something many would do unless replacing a damaged door.

Its not easy, but it bends; especially with a vice. I did exactly like the EAA article on my 2 inner gear doors. But didn't do that on the baggage gear door because it didn't seem to have the room for it and keep the wire out of sight.

As Matt said, American propeller in Redding CA Sent from my iPhone using Tapatalk

I am pretty sure your confusing VNAV with advisory glide slope. Remember there is no such thing as advisory glide slope on a LPV which has real glide slope. You would have had VNAV from the IF (or even descending to the IF) and all the way up to the leg leading to the FAF. On the leg leading to the FAF while still showing VNAV, (which is half a magenta diamond with the letter V at the top of the indicator) you’ll start to see the actual glide slope as a full diamond but greyed out since it’s not active. As you follow the VNAV glide slope down to FAF, VNAV half diamond will disappear as you cross the FAF and the glide slope takes over as solid diamond, and you’ll see at the top of the indicator it no longer shows V but G.

Of course it comes with 4 probes since you have 4 columns of CHT on your EDM-830. But EDM-830 are not certified for primary instrumentation meaning you have to retain your factory OEM CHT probe which is installed into one of the cylinder wells. Since you can't install 2 standard probes into the same cylinder well an EDM-830 installation will have 1 non-standard probe installed on the cylinder that already has the factory OEM CHT probe in the cyl well. All 3 options for the non-standard probes do not indicate the same as a probe in the cylinder well so that 4th probe can indicate higher or lower than actual depending on the probe. So getting back to the point, In order to properly interpret and compare your CHTs, with a non-primary installation like an EDM-830, you need to know what non-standard probe is being used in which cylinder.

But it’s an EDM-830 correct? Given that one of the sensors is non-standard because of your OEM cht probe is already installed in one of the cylinders. Find out which cyl that is and the type of probe, so that you know what you’re comparing with. Sent from my iPhone using Tapatalk

The Safety Foundation is always been legally an entirely separate entity from MAPA. However, the Safety Foundation has had ties with MAPA and has been using Leyla for years in an administrative way to help with signups and mailings of info. Leyla still supports the Safety Foundation to this day. I am not entirely sure about the status of MAPA right now and thought they had ceased to operate for awhile now.

Outside of the US class G is abundant! That’s why i was specific. Sent from my iPhone using Tapatalk

I understand what you mean too, but inquiring minds want to know where the isolated “class G airspace” is in the US that isn’t skimming the tree tops? Sent from my iPhone using Tapatalk

Too high of an acquisition cost followed by excessive high maintenance! [emoji1866] Or so the stereotype goes … [emoji38] Unless she’s a pilot or A&P, then she’s worth her weight in gold! If she flies a Mooney, don’t ever let go! Sent from my iPhone using Tapatalk

Calibration data is too sensitive to your specific installation and how well the aircraft was leveled. Sent from my iPhone using Tapatalk

Rick provided the correct answer which is in all the mid-bodies and long bodies. i don’t do much training in the vintage Mooney’s so can’t recall if min 12 gallons is listed. It’s not a limitation though, just a warning we’re a test pilot taking off with less than 12 on the tank we’re using. But regardless of model remember we’re all flying with the same wing despite some differences in unusable fuel - but that is another story. With some of the loaded long bodies it can be a challenge maintaining over 12 gal in the tanks without getting over the max landing weight. Sent from my iPhone using Tapatalk

Anyone ever hear if there was any follow up from the FAA? It could save this pilots life and who he flies with.

But blocking your N number only prevent people from using the popular products like FlightAware. Ads-B exchange can still be used to track a blocked N number because its tracks the raw data's Hex code rather than N number.

Their documentation calls for performing the self test every 90 days. But the Annual test of removing the ELT from the aircraft is the only way to test the G-switch.

Absolutely no reason to check critical altitude for fuel system setup. Fuel flow follows MAP period. The system doesn’t know what altitude you’re at either - only the upper deck pressure. Sent from my iPhone using Tapatalk

Unfamiliar with the P-1000. Does it use isolator resistors to connect to the P-leads? If so the fix should be to try different resistances. No reason to not leverage the advance with your C. It will only come with reduced MAP when you get up to altitude anyway. Sent from my iPhone using Tapatalk

Flying in the mountainous west and being an avid skier at Mammoth is why i fly a 252/Encore for over twenty years. It’s improved my dispatch ability tremendously. Without the turbo I wouldn’t feel comfortable getting near the mountains without mild winds in fair weather. Right there that would preclude winter ski trips! Although the NA crowd says it can be done, when i think back of all the times i departed from Mammoth with 60+ mph winds over the crest where i climbed up to 17K to cross over from east side to west side. To do this without the turbo I would have had to fly east to Nevada to slowly climb up but wait that doesn’t work either since with the turbulence that NA 200-300 fpm climb rate will go to zero and you’ll want to stay on the ground. Yet with the turbo we’ll be climbing at mostly a 1000 fpm out of the turbulence into smooth air, gaining a couple knots TAS with every 1000’. Also done many trips where we we flew over areas of icing, in the clear above it. Can’t always have an area to safely climb up and descend but it’s often very possible and climbing at 1000 fpm all the way up helps more than people realize till they have time in a turbo. The big con is merely that you have to fly in the upper teens to get the benefits of much higher TAS. If being on O2 bothers you, don’t go turbo. Sent from my iPhone using Tapatalk

Call J&J Airparts in TX, they can often hone Nickel and if so re-ring it. They’re not real fast though. Sent from my iPhone using Tapatalk

I don’t have any inside information on this but i am pretty sure the backlog is due to the AD inspiring every turbo owner to buy one or more before they needed it to avoid your very own situation. They became scarce the moment the AD came out. i am still waiting on my order. I hope you find one soon. Sent from my iPhone using Tapatalk

Mobil Aviation Grease SHC 100 is recommended for all Parker-Hannifin wheel assemblies - supersedes the guidance in your Mooney SM. see https://www.parker.com/literature/Aircraft Wheel & Brake Division/Product Reference Memos/PRM78.pdf

not yet, but you can enter the info into the ticket Sent from my iPhone using Tapatalk