kortopates

Also check the fit of the rollpin that goes through both the shaft of the motor and the overlying control arm bracket - sorry not sure what to call that except that it fits over the motor shaft and attached with 2 rollpins. The motor shaft will probably be fine, but if the rollpin holes in the overlying control arm is enlarged then that will lead to premature failure of the roll pin(s) as the pin rotates back and forth against the hole sides. It so it should be replaced with a new one to get a tight tolerance fit again. The two rollpins are 90 degrees apart so that you don't loose cowl flaps with just one pin failure. Check them both. But my guess is that to minimize his down time, no one has disassembled the assembly enough to do a full inspection and find the issue. Being in a really back tight spot makes it very difficult to see what's going on without pulling things out. BTW, the current spec on the motors went to the next size up in roll pin diameter making them much stouter and thus harder to break. So getting the motor overhauled to the current spec is another way to attack the issue. Going to the next size up allows drilling out the smaller hoes on the attaching bracket and making it like new with tight tolerance holes again without replacing it. That savings almost pays for the electric motor overhaul.

I don't know either but @Ned Gravel implied that when he said "To file, review, amend and brief on flight plans on the ramp" unless I miss understood. Anyway Ned would be the person to answer since he apparently does so on the ramp. But maybe he doesn't mean aircraft running, ready to go? I'd like to know too. But it could be different in Canada too.

@Raptor05121 nailed the "no drop" issue, which would be indicative of the selected mag not grounding from either a broken p-lead or ignition switch fault. And @M20Doc explained the sources for why or how the Mags can create an unbalanced mag drop. You can add weak plugs to that as well. But after doing my mag timing, typically after annual, my mags will both result in a 60 rpm drop on my engine with 0 rpm differential between mags. (simply because of anal about getting each mag timed identically to spec with a digital leveler and all the plugs evenly gaped). Remember each mag (conventionally) fires 1/2 of the bottoms and 1/2 on the tops on the opposite side from the bottoms, so seeing balanced mag drop shows you each mag with its plugs is putting out an equivalent strength in ignition spark. Typically the OEM limits the unbalance to 50 rpm maximum since its indicates one of the mags is weak* compared to the other. (*but weak could really be just split timing too). But at the same time the max mag drop can be as much as 150-175 rpm depending on the OEM which is too large in my opinion to tell if there is really an issue or not and the drop is really going to vary based on mixture too. But for the last few decades we've had a much better way to determine ignition health during the run-up using an engine monitor to see the EGT rise of every individual plug when isolated to a mag; which is highlighted by putting the engine monitor in normalize mode after EGTs stabilize at run up RPM before you start selecting individual mags. It provides far more valuable information that the rpm drop does; especially when done lean.

That all makes sense. I hadn't thought of using it for those things since I do all of that before I get into the aircraft where I do have a wifi connection or I'll use my cell phone hot spot in the very rare occasions I need it or more likely since I have the same apps on my cell, I'll just do it on my cell directly; especially if its just textual data. For example, often I'll file the flight plan from my cell while in transit to the airport. There used to be a constraint that you had to file IFR flight plans no less than 20 min prior to departure. I've been in the habit of doing that for so long I didn't know that it had been relaxed. I do activate and close VFR flight plans on the hold short line, but I use my cell phone to click on the link I get text'd from Leidos, but most of my flying is IFR because IFR makes the complicated airspace so much easier, but working with my students keeps me active on the VFR stuff too. If i didn't have a cell phone with data I would have a hard time without cellular data on my iPad, but with the cell phone I just don't see the need for adding cellular to my ipad; especially with all the same apps on my cell. Being a retired tech guy, I don't see the inconvenienced point either. But I understand its coming down to personal preferences.

We're not disagreeing @Ned Gravel . My plates with geosynchroning are on my GTN750 and I navigate off the default nav data on the GTN 650 and G500. The iPad is an EFB but can aid in situational awareness but isn't even first string in the electrical failure scenario because of the battery backed up panel instruments. My iPad is mostly used to keep track of Bravo and restricted airspace flying right seat. And even for that I am not trusting the cellular GPS without waas and error detection. So if we both agree the device is not suitable for navigation, why do you advocate getting one with the cellular GPS? I have seen too many people advocate using their iPad as a backup navigation and heard of many do it when something went bad even though their IFR GPS was still functioning just fine which just shows they need some partial panel training. Sent from my iPhone using Tapatalk

I use a WiFi only iPad. Rarely do I visit a FBO that doesn't have WiFi. In the rare cases I need it, I use my cell phone as a hot spot. I sure don't need it in the air either since TIS-B and FIS-b come via Bluetooth from my panel. I could care less about the GPS in the cellular iPad. I wouldn't trust it for anything. My GPS source is coming from my waas IFR GPS panel or in an electrical emergency I'll use the portable waas source (gdl 39D). If it comes down to it, I still have a cell phone. Sent from my iPhone using Tapatalk

Since 2015, clarified the requirement for a view limiting device in order to log instrument approaches in INFO 15012 https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/media/2015/info15012.pdf It also clarifies what it takes to log an approach under actual (crossing the FAF while IMC) and simulated IFR where we are expected to fly to min's with the hood (with reasonable exceptions allowed).

What you want to see is near the same identical RPM drop on both mags, and more importantly a healthy EGT rise (50-75F+) on each plug; or more if done lean. An almost unnoticeable drop is not healthy.

I don't think that is true as long as their is airborne dust or other particulate in the air and urban surface air probably always has enough to do so. I am no authority on this, but also remember that they have clear air mode versus precipitation modes for running the radar sweeps in order too pick up smaller particle returns (if I recall that properly).

Windshear is actually pretty common in my SOCAL area when we are having Santa Ana winds in the late summer and fall. Although I can't say I ever recall seeing one forecasted as strong as 40 kts at 1000' before! That beats what see around here. But its most common in the early part of the day before the sun has done much heating and surface winds are still calm under an inversion layer. But as it heats up during the day we get more low level mixing and those calm surface winds are gone. In our GA community, it poses a bigger risk to a few pilots I know of that insist on using Vx as a climb speed for quite aways because they believe it will increase their chances of getting enough altitude closer to turn back in an engine out situation. I subscribe to the opposite approach of getting airspeed well above Vy soonest where I can see much better, keep the engine cool and have more than a second to react if I do loose the engine. And the engine out analysis shows that approach isn't reducing your chances of being able to turn back either. But going back to this scenario, someone mentioned surface winds would favor taking off on R17, and given the TAF, I would try for a right turnout departure into the winds at 1000' rather than a left turn out which would end up being downwind. Also as Bob mentioned above, be sure to have plenty of speed before reaching 1000'.

Oh ok, no worries,

Don't see a photo, but no problem as I am very familiar with this common issue where too long of a screw is hitting the aileron control tube as it moves back and forth/ up & down over the lower inspection plate by the leading edge as the yoke rotates. There are a couple screws that need to be real short on the inspection plate, just long enough to screw into the tinnerman nut without protruding above. Rather than use a thicker screw, the tinnerman nut should have been replaced. Failure to miss this and allowing it to stay in service for too long with the screw wearing against the surface of the tube has resulted in many owners needing to replace the tube. The tubes aren't very thick. I could be referring to a different location as I am not sure where you are referring too with the reference to the wing fuel tank inspection panel since the ailerons control tubes don't pass through any wetted sections and the common clearance issues are in the lower inspection panels on the pilot side. Nor can I tell your model Mooney.

Less than 2% is pretty low. Was the engine run with it? Fuel systems can be cleaned and flushed out if there is no engine damage but I'll be curious to hear what Lycoming recommends. They'll probably be pretty severe in their recommendations if there is any risk.

it says it is warranty reimbursable if you're currently at 6.0 to 6.5. I believe that is for up to 1 hr. In truth, those of us that have a relationship with a local avionics shop don't typically ever pay for these s/w updates. That is one of the distinct advantages of doing business with a local shop. My shops have even printed out the updated AFMS when applicable at no charge.

@scottd I assume cumilform or statocumulus clouds with larger vertical development or thickness and with potentially greater level of Liquid Water Content (LWC) concentrated near the tops would be more likely to provide an icing threat in clouds producing snow. It seem the thinner stratus layer where the LWC may be more concentrated at the bottom of the cloud would be more likely to experience the drying you mention to support the ice crystal production? At least AC_91-74B makes the point that although snow itself, as long as it is dry, is harmless, but that we can't assume that the clouds producing it aren't an icing threat. But it too discusses ice crystal formation drying out the LWC. Never mind, I just watched your video and see the example event was in a stratocumulus layer that wasn't real thick.

Yes, it does also list that the fix included a problem where the map did not display newly received data from the GDL-69 and GSR-56 - but that appears unrelated to the blank screen issue. But if you are referring to the blank screen issue with weather processing, I thought I did recall Trek did say on Beechtalk in response to someone asking if it affected their GDL-69 that it didn't include the GDL-69 XM data and I was thankful that I was okay sticking to XM (I can display both). But I just tried to verify that and couldn't find that reference to it so my recall may be incorrect.

Its out now Jim, see https://s23634.pcdn.co/en-US/aviationalerts/wp-content/uploads/2018/10/1876A_ASDN.pdf

The awaited GTN 6.51 fix is out today. Not that its important, but interestingly, it suggest the problem may have started earlier than 6.5 and in ver 6.0, as its states mandatory for for those with 6.0 through 6.5. https://s23634.pcdn.co/en-US/aviationalerts/wp-content/uploads/2018/10/1876A_ASDN.pdf

In addition to red tape on the hangar floor for the mains, which is extended with ~6' of white paint on the asphalt, I have a vertical line of red tape centered vertically on hangar back wall. Latter allows me to keep the tail lined up with the vertical tape as I continue to push the aircraft back into the hangar straight. It really helps in tight fitting hangar. I've seen some hang tennis balls from ceiling for the same effect, but one well places vertical tape on the back wall does the job easily once you know you have the main gear tires in position.

No more than what a fresh reseal provides in value - if any. I never really thought of a fresh reseal as an upgrade - its maintenance IMO. But like an engine TBO time, a fresh reseal certainly adds value given especially how we hear potential buyers discuss wanting discounts when tanks don't have a fresh reseal yet no leaks either. But I have no clue how to price it or how to separate the tangible from the intangible selling points. I just don't think an owner can go wrong maintaining their aircraft per the type certificate; including resealing their tanks. But not all modifications are considered upgrades and there is probably none more controversial than bladders which are a personal preference; especially when the owner only see 2 options: "patch or replace with bladders?" Apparently 'reseal' isn't an option with some owners....

Aeroshell 15W50 is definitely the most popular multigrade within the GA market and its the only oil we discourage using at Savvy because of it being 50% synthetic. There are advantages of synthetic oils but they don't carry over to our piston engines operated on leaded gas the way they do for automotive and turbine engines. Corrosion is the #1 reason our piston aircraft engines fail to make TBO. They don't typically wear out, they rust out; especially the owner flown fleet that tend to be flown irregularly that we belong too. Our point at Savvy is it makes more sense to use an oil that provides the best pro's and least con's for our piston engines operated on leaded gas and flown irregularly and that's where 100% mineral oil in a single weight oil such as Aeroshell W100 which provides the best corrosion protection in contrast to Aeroshell 15W50 poor anti-corrosion properties. Its is also known for leaching out Copper (see high levels of Cu in oil analysis), causing premature TCM starter adapter failures (per the folks that overhaul them) and also aggravating oil leaks. In Mike's Engine book, he dedicates a full chapter, Chapter 17 Lubrication, where he goes through the various oils and discusses these issues including all the pro's and con's as well as additives, oil consumption and oil analysis. Mike principal concerns are engine longevity and why he sticks to a single weight 100% mineral oil with Camguard with frequent oil changes and believes its one of the most important factors in enabling his engines to go way beyond TBO. But as one remarked above, these are not new formulations and what Mike is saying is not new news either, is was the same stuff I was taught in A&P school that stems from what engine re-builders have been speaking about on oils for about for as long as we've had these products.

Some great comments on agressive leaning for taxi which is good advice. But for those of you that say without you experience plug fouling often - consider that is abnormal as well. With a properly set up mixture idle adjustment you shouldn't have to lean very much and shouldn't be seeing plug fouling if you don't aggressively lean. I fly right seat in a lot of Mooney's and often see some stumble at idle or hear about plug fouling and then suspect and overly rich idle mixture. So try this at shutdown to check your idle mixture. On fuel injected engines: First idle at 1000 RPM full rich for a good 30 sec to a minute to stabilize fuel flow, then use the throttle to reduce map to minimum RPM. It should be very near 700 RPM and be able to smoothly idle. We're still full rich, but next slowly lean the mixture till it dies. Before it dies, you should see an RPM rise of 20-50 RPM for most engines. RSA (for the lyc io-360) allows 20-40 RPM rise and says even 0 rise is okay but I personally find 0 too lean. But often I see engines with 100 or more rpm rise which is way too rich - no wonder these folks complained of fouling plugs, as well as inability to go full rich for landing without engine stumble etc. Adjusting it back to spec is easy for your A&P so if that's the case for your engine get it taken care of and you should also be able idle smoothly around 700 rpm. When you do need to burn off a fouled plug for a bad mag test, as someone suggested above use 2000 rpm as the max and only in a clean area, and aggressively lean letting EGT's come up above 1400-1500F for a max of about 30 sec before CHTs get near 400F. And then go back down to a thousand rpm leaned as you may need to give it a few seconds to cool down before trying another mag check. But if it's going to clean up, that should do it, but watch temperatures while doing that. Sent from my iPhone using Tapatalk

I get it, but for me, two taps: one to close the Safe Taxi and then one to tap Freq brings me back to the frequency page list for the airport. When done, one tap to go back safe taxi diagram. If the Freq where on the diagram per the Jep 10-9 diagram I figure I would be doing the equivalent or more scrolling to find the freq in proper corner; as you are aware Jepp doesn't have a fixed place corner for where it puts the freq which varies on orientation. So after zooming in its not obvious where to scroll too which is I why I think exiting back to the freq page is more efficient. The scaling you refer too seems to be vector or dynamic graphics as opposed to raster graphics. The safe taxi diagrams are vector graphics which allow additional content to be displayed as you zoom in and out and text to remain the same size rather than change. This is generally considered superior and allows text to maintain proper orientation (when the implementer chooses too). All the IAP are using raster graphics which is not dynamic. GP provides their safe-taxi diagrams without a Jepp subscription which is great. I can't recall if Jepp geo-references the 10-9 charts since I gave up the Jepp app after GP integrated them into GP, but clearly they aren't geo-referenced in GP. But GP gets a plus while taxing since it clearly shows hold short lines as well as hot spots are areas not visible to tower. But that does nothing for your frequency issue. Sorry I couldn't be of help. Hopefully well see the expected GTN 6.51 update out next week.

And what Scott doesn't mention is he has integrated the highly interactive rucsoundings site into his weatherspork app along with everything else a pilot would want. I have the IOS skew-t app as well but this is a significant step up in functionality. Sent from my iPhone using Tapatalk

Awesome! I hope you're enjoying it as much as I did!