kortopates

I have not seen these before. But a ring probe not inside the CHT bayonet hole such as this is going to be significantly affected by airflow as well as being at a distance from the intended sensor location. But given that they are $105 cheaper than the dual probe its no mystery why they sell these. And now that I am thinking of the unique base of the Tannis heater element I am not sure the JPI piggyback adaptor probe, intended to work with the OEM probe, are compatible with the tannis heater element. But they are accurate for their intended application.

Rick Are you sure they are gasket probe's under the tannis probes - do they appear to flat washer size gaskets or do they appear to be more like collar that piggy backs onto the Tannis heater. Only the latter should be used in this location and it is acceptable only if the fire sleeve is still in place at the base. But gasket probes are only used on sparkplugs - and they are terrible since they can run 30-50F hotter or cooler and you can't tell which way. But if you don't like what they're telling you, you can move them from lower to upper plugs or vice versa just so they'll read differently. I personally wouldn't trust what you are describing to give any meaningful CHT information. I do find the adapter probes acceptable since they work well; providing they're installed properly according to JPI's documentation. But its looking like your Tannis system was installed first before the engine analyzer and perhaps the previous owner at the time didn't want to spend the money to do it right. But the sensors you want for your application are the Tannis dual heater/sensor grounded K type probes. If you don't have someone local to work on your aircraft I can understand your desire to postpone. But this is very minor maintenance to address for the safety of knowing what your CHTs are really indicating; especially on turbo charged engine where a clogged injector can ruin a cylinder in minutes if you have no idea what's really happening with your CHTs. Its very possible your ships gauge is reading low as well. If you do go with the Tannis dual heater/sensor probes you will also need the new style Deutch connectors to replace the old style on your older 120vac harness to plug and provide power to the newer style. Plus you will want to make sure you do have the JPI Adapter probe under your OEM CHT5 probe since that one must stay till you go to an approved for primary analyzer. That set up will give you the most accurate CHT indications. But adapter probes are acceptable if that what they really are, but not gasket probes. Good luck

No, the GTN navigator can only provide position source to the ADS-B out transponder. But you will still need the transponder, such as the GTX-345. Either the GTN or GNS gps's can provide the necessary position source to avoid paying extra for a GPS module in the GTX-345. So the upgrade doesn't help for ADS-B Out. Sent from my iPhone using Tapatalk

No, that is a spark plug gasket probe. see the CHT Adapter Probe listed on this page http://www.jpitech.com/probes&sensors.php

Look for JPI Adapter probe. I recall two different part no. for different thread/diameter. Once you figure out which one you need, order it through Spruce since they discount them pretty good. Sent from my iPhone using Tapatalk

Frankly, I would suspect the less reliable OEM gauge more than the JPI but you do need to keep looking deeper. But good news in that if you are referring to the ancient legacy JPI, those old units supported both J & K thermocouple types to be compatible with EI probes. But you are correct, you really want the Tannis heater dual heater/CHT probe in a grounded K thermocouple configuration- but they make them in all kinds - so no telling what you have till you uncowl it and take a look. But if your old JPI 700 doesn't record data for you to download I would first remedy that with either a $1K upgrade to the color EDM 830 display or just go for the certified 900 or 930 ( or another of your choice) because with a valuable engine like yours, you really ought to have a modern engine analyzer to help you protect it. 100f off, if accurate, is too much to be due to a spark plug CHT probe too but it could be due to the probe type setting in the JPI if it's miss-configured. One more advantage of going to a certified monitor like the 900 or 930 is that's the only way you can pull the OEM CHT sensor out and have tannis heater element probes in all 6 cyl's - which is what I have. But you may not care or need them since you didn't install them. Sent from my iPhone using Tapatalk

That was in the period of lycoming constantly contradicting themselves. Even in that very document, see their graph on the same page where they clearly show Best Economy Cruise is LOP! Even though they apparently don't want you fly best economy. (In truth, they draw it too close to peak for my taste, but we all know it moves closer to peak as % power reduces anyway so I am not going to worry about it.)

Quite a story. I think I've been to the base in China when I was there is past summer. There is still an aero club there. Wish I could join you all but my plane will still be down.

We have a few Mooney rentals on the west coast, there used to be many more available. But I have no clue in your area; yet Mike had some suggestions to the south. Without a rental at your disposal you'll want to get a ride in one from a fellow Mooney owner/pilot. So I suggest you let folks know which type of Mooney you are interested in. There must be at least 14 models of the M20's, but you need only narrow it down to between short, medium or long body and if normally aspirated or turbo. If you have no idea yet, I suggest the J model for its popularity. But without rental access, the checkout will be in your Mooney; as was done by the vast majority of Mooney pilots. I am one of the few that first flew Mooney's in club rentals; but we are not the norm. But most fellow mooney pilots will be happy to let you take the controls; except for takeoff and landings since you won't have the necessary hours in type to qualify under the open pilot insurance clause to be covered.

Why? These don't even go to the mag shop - they shouldn't and it's getting rough with them when R&R'ing the mags that breaks them. Sent from my iPhone using Tapatalk

I had thought that all of you being a part of EASA would take you to standardization. That's a real shame but sometimes committees accomplish nothing. Sent from my iPhone using Tapatalk

I think you are going to have much better luck finding the plane first, then the instructor. Instructor owner pilots like myself don't typically use their personal aircraft for instruction. Our non-commercial/private insurance policies prohibit it.

Ask him what is Best Economy mixture as defined by Engine manufacturers today and in modern POH's?

Personally IMO There are too many unnecessary forums now. Plus I disagree with the premise for re-drawing the line. The simple fact is, the forum designation has very little to do with the content posted and the direction threads go. The more you try to define boundaries the more meaningless they are. Sent from my iPhone using Tapatalk

Great to hear JPI's sensor is compatible - was not aware. Considering the cost that really sounds like your best option too. Sent from my iPhone using Tapatalk

You get big stars for Russia! looking forward to hearing all about that. Its just that it seems to us here, that going anywhere in the EU and not leaving EASA airspace makes flying to another EU country a non-event. No?

Good chance it is a broken wire at the connector. But to the un-initiated those sensors are exceedingly delicate and easy to break when removing a mag. If its not a broken wire, given the TCM replacement cost, it sure looks like great incentive to go with a replacement EI RPM meter (depending on your OEM size meter) or put the $ into a JPI EDM 9xx. The EI rpm unit doesn't even use a hall effect sensor, (its wired to your ignition key) and the EDM Hall sensor is ~$400 for replacement the next time it needs replacing. Salvage yards are another option.

Sorry dude, sister states of the EU hardly count! Have you flown beyond the borders of the EU yet? Sent from my iPhone using Tapatalk

Its always great to see another Mooney join the ranks of international flyers! Have a great time and don't worry. There is no international destination easier than the Bahama's either in my opinion. How could it be when you are still talking to Miami center most of the entire time (Personally, I can't even think of our brethren to the north as a international destination - just our neighbors with a one way border we don't really notice much till coming back home to less than welcome treatment by our CBP. )

Did they say that the Aspen and 210 can not be wired and parallel from the same 345 connection? You are trying to use a Aera and iPad together in the cockpit, or what to hold on to your Aera rather than go the iPad route? I like WingX too; my favorite for domestic VFR. But Garmin Pilot is much more versatile for IFR and has the best coverage beyond the US because its integrated with Jepp data. Its also the best flight planner out there right now wrt to performance modeling.

There is no maximum limit on filing eAPIS in advance, I always file by Wednesday for a Friday departure and I'll file the return (inbound eAPIS) at the same time. Don't worry about the outbound departure time nor the inbound arrival times either. The fact is as long as the date doesn't change you do not need to re-file. Further on the outbound there is no further notification required regardless of the time you are departing (unless you required a CBP outbound inspection for something like carrying firearms which applies to practically no body). So just make your best guess and file now. As long as they can tag your eAPIS request to your activated flight plan the day of, and you are squawking a code other than 1200 you are good on the outboud. On the inbound, time matters, but not so much for eAPIS but for Customs. I always file an arrival time later than I expect to return. You must notify Customs and Border Protection (CBP) at your intended point of landing along with your estimated time of arrival at least one hour in advance of arrival. But that's crazy waiting till then - as mentioned many times - do it now. This is initially done by filing your eAPIS manifest for the return before you leave the US or same time you file your outbound manifest. As long as you return the same day as your filed manifest you don’t need to re-file the manifest, but you do need to notify customs of the updated time you will arrive if it has changed from your estimated time. This notification may be provided by telephone, radio to FSS, or by an ADCUS message (ADvise CUStoms). Easiest and safest way to do this is just contact the nearest FSS radio when you are still more than 30 min out enroute. 30 Min is the minimum advance notification required to change your arrival time and they expect you to arrive within 30 min if you don't change it. So now is the time to figure out what frequency and who'll your be contacting by looking up your options on the sectional for your intended route. Have a couple options ready to go in case you need them. When you talk to FSS, you'll be opening/activating your ICAO VFR flight plan, if it isn't already activated, and they will give you a squawk code to use before you cross the ADIZ. That's a last ditch effort to get you squawking a discrete code before crossing but its better to pick up Flight Following before you cross; but if you can't FSS will give you one. Don't worry about the stress of not meeting the exact time, just be prepared to make the radio call to update your ETA enroute 30 min out. You may need to climb up 6-8K to do so that far out 30 Mooney minutes. You don't even need to re-file if you change your AOE coming back. But you do need to contact by phone preferably both CBP facilities. If in the air and diverting for weather, you can do this all on the radio with FSS. You must re-file ONLY if you add additional travelers, change a travel date or change aircraft - period. So don't stress worrying about it, just be prepared to communicate updates via FSS radio coming back in. I don't know why, but the FL CBP folks are real sticklers about getting an advance phone call after you file your eAPIS for your return to confirm. Unlike coming from Canada and Mexico where they consider eAPIS all the notification they need, the Fort Pierce CBP really want you to call them in advance so they can check they got your eAPIS paperwork. If you don't they'll give you a hard time even though they did get your eAPIS. But when your new at this its a good check. Since this is your first international trip, also be sure you have 12" N numbers on your aircraft. If not I suggest stick on Vinyl letters/numbers from Spruce, since you might be stopping there anyway. Or you can even use shoe paste wax but after you clean it up you'll wish you had the Vinyl letters.

Since nobody uses one of these in the US, is it a European requirement? Sent from my iPhone using Tapatalk

Please take all the suggestions for a PLB and Raft seriously, your family and/or VIP pax have all their trust in you to provide the safest outcome. Besides, carrying the raft almost guarantees it won't be needed! Have a blast, I am sure you will!

I picked an IFR routing that kept me over land as much as possible and within gliding distance most of the time. The only change to my routing was my initial routing out of Fort Pierce which was not substantive. I was in radar contact virtually the entire time talking to Miami Center, except when I was abeam Nassau and then talking to Nassau Approach, until I passed Nassau headed for Long Island/Stella Maris on my last trip down. So I was only out of IFR radar for a short time closed my IFR with the runway in sight with Miami and got my pre-filed IFR with Miami right after departing Stella Maris upon getting to 6-7K' - not very high. But stay high enough to maintain radar contact. Going VFR you can go however you want, certainly no need to go direct, unless you want too. Controllers aren't legally able vector VFR traffic, only suggest headings. I also highly recommend the PLB, plus especially with pax, I wouldn't pass up the opportunity to rent a raft at KFPR before heading out. Call ahead to reserve it, they make it easy to rent one and very reasonable. You should be able to find a PLB locally in St Louis.

If you have a nice paint job don't feel obligated to follow their instructions to the "T". I place mine directly below right side elevator just forward and adjacent to the rudder-empenage fiaring. That way I can simply point to it as we congregate at the baggage door exiting the aircraft. Only one CBP inspector has even commented about over 15 years ago, and that was in the days before eAPIS. eAPIS has the sticker/decal number on it, so I am not sure why we even need a visible decal on the plane in the post eAPIS era anyway. Put it were you want, just make it easy for him to see it. To me bending over isn't hard either