kortopates

I am sure your plane has the required instruments for IFR. I think the question is concerning navigation equipment. Personally these days I can imagine not having a WAAS GPS. Without it you are severely limited. Otherwise IMO I would just stick to climbing and descending through thin layers with VFR ceilings. Additionally with how easy it is to have wx in the cockpit with an iPad and ADS-B there is really no excuse not to have it. Then it just boils down to how you want to get there. Sent from my iPhone using Tapatalk

No doubt that one can earn there Instrument Rating in an accelerated fashion over an intense 10 days or so devoted to developing the fundamental skills to fly via instruments and partial panel. The downside to accelerated training is the minimal time if any devoted to aeronautical decision making and weather. Their is no other rating where ADM and knowledge of weather is more vital. A student that does the rating on a slower but consistent training schedule is more likely to see lots of different weather and spend much more time discussing the weather risks and means to mitigate them with their instructor and thus be far more advanced in their ADM, weather interpretation and risk analysis skills than the accelerated program graduate. Perhaps someone that is savvy enough to realize this is going to be extra cautious after getting their rating in 2 weeks with a large amount of time in the simulator and likely not a bit of IMC. But in actuality IMO accelerated training is most attractive to busy successful people that are the most self confident to a flaw and most likely to push the envelope right after they get their ticket. Maybe some of you remember such a Mooney pilot from a few years ago. A very successful business man got his rating through PIC in time to travel to a Wedding in Jackson Hole shortly thereafter. Although his instructor advised that was a very serious trip for someone with so little experience; especially in the mountains. Initially he had the good sense to fly commercially back home when a winter storm was passing through, but when his commercial flight was cancelled for a maintenance issue his plan B to get back to work on time was to depart Jackson Hole in his J model in a snow storm with 3 young sons on aboard. I forget how long it took them to find the downed plane but it was quite awhile. But after reading the NTSB report and going through all the witness files etc it was clear this guy had learned very little about flight planning and weather hazards and perhaps too much ego blinded him to his and his planes limitations. Sadly his sons paid the price. Certainly not every PIC graduate is going to be so foolish, and that was not my point. But given this guy was very bright, I've thought if he had the opportunity to learn more about weather and especially develop better ADM skills over time with an instructor that he may have acted more wisely than he did. But we'll never know except that he had very little opportunity to learn any of that in such an intense training environment dedicated entirely to passing the exam without room for anything more.

I don't believe he does. His kits are available from Spruce so you could check there. I don't see how it would be relevant though since he is selling standard baffle seal material that you can also by from spruce and elsewhere, plus he includes the hardware to install it. All he is doing is cutting the material to match the originals - which you verify as you install. His kit just saves the time of cutting them to match your originals. Sent from my iPhone using Tapatalk

Yes, there is a Bendix part no specified in your M20K IPC. It is available from Spruce. But cheaper than getting a new switch is to get a switch rebuild kit - which I don't think Spruce stocks but available from many sources. The kit replaces all the internal contacts in the switch and will resolve any electrical issue. It's easy to do too. Sent from my iPhone using Tapatalk

Suggest you Review your JPI configuration parameters in program mode. There is a setting for which type of probe you have installed. This allows the JPI to work with other types of probes (I.e. Both J and K type). So you need to be sure your configuration is set properly for the type of probes you have installed - otherwise the indicated temp can be a 100F off. Regarding spark plug gasket probes - they can read either 30-50F High or Low. We see them both ways. Because of that they are really worthless and should be replaced by an adapter probe that piggybacks onto the OEM CHT probe to provide an accurate temperature indication. Sent from my iPhone using Tapatalk

I understand you're saying it's not always the geometric center of all the runways as the AFD states behind their definition of the lat long coordinates? Interesting, I have not seen such an exception yet. Could you point me to one. Thanks Sent from my iPhone using Tapatalk

Great news and I think you got lucky! Was this a cannon plug by the sonalerts or elsewhere?

That is an excellent point about the engine mount. Not only will a ty-wrap chafe it but chaffing is greatly accelerated in the engine environment unlike other areas of the plane because the engine is vibrating. When an Adel clamp won't work for clearance reasons another acceptable way to use a try-wrap is to place a section of hose entirely around the steel tube so that the hose is between the tube and try-wrap. Speaking of this, the factory does something very similar with the brake lines on the tubes of the gear were clearance is tight. but rather than using hose they use something more akin to tape. Sent from my iPhone using Tapatalk

Maybe I miss understood but I thought that was when it "clicked" - pulling it up to close. But the idea to measure a voltage at the same time it makes the click noise. It's hard to believe it could do that without at least a small voltage on it - but I am assuming too small of one to cause it generate its normal tone. Sent from my iPhone using Tapatalk

How did you account for winds aloft? Sent from my iPhone using Tapatalk

There is no measurable voltage at the Sonalert. When I pull the breaker, it goes away. When I short across the terminals it goes away. If there is stray voltage, it's got to be coming through stall circuitry. The dome light circuitry appears normal. There is no change in the sound with turning the dome on or off. Are you measuring with the stall vane closed/up? That switch has to be closed to complete the circuit and get your click noise (from what I understand you said earlier) Sent from my iPhone using Tapatalk

They are different entirely with different kinds of Sonalerts. The stall is a continuous tone while the gear is a pulsating tone. If not then you'd have the wrong unit installed. Sent from my iPhone using Tapatalk

Can't be a Sonalert - they don't generate their own electricity. Since the circuit is picking up some current from somewhere I would be looking for a chaffed wire. I'd start by seeing if the voltage is measurable at the Sonalert (obviously with master off) and then start tracing back. Without a measurable potential at the Sonalert to have a signal to narrow it down it could be really hard to find. Sometimes evidence of arcing will highlight it. It seems plausible the dome light power wire could be the source hitting the Sonalert circuit somewhere. Good luck! Sent from my iPhone using Tapatalk

I can't follow the photo from my phone but I'll add to the above that nothing should be tied to something moving unless it's moving with it. Nor should anything be allowed to rub up again something; that leads to chaffing as you well know and should be corrected. Sent from my iPhone using Tapatalk

Whenever my home tower gives my position on final to other aircraft, they use the threshold. I know this because my typical pattern usually shows me at about 1.2 GPS from the airport base to final and they have often cleared other traffic "#2 behind the Mooney on half mile final" Absolutely, but that's because they can. They've been able to calibrate their distances from radar and landmarks. But they are not expecting that from us. They know our GPS distance is based on airport center and I don't believe they are ever expecting us to adjust that. They just want the hapless pilot that is reporting an estimated distance not to be off by 5 miles or looking down at a landmark that is still ahead by a few miles yet say they are passing over it. Those are real everyday errors that drive controllers and other pilots nuts because they are miles away from where they say they are. Sent from my iPhone using Tapatalk

" distance to Middle of the airport" is exactly what I would expect for a VFR arrival. The only time I would know to the threshold is on a IFR approach and guess what - the tower doesn't give such instructions to an IFR arrival. They may ask to report at the MAP or instruct how to circle. So getting back to the VFR arrival we have no simple means to give any distance but our current distance from the middle of the airport. As for the instruction I would assume a normal pattern unless otherwise instructed and always be listening for other traffic. And as has been pointed out, ask to clarify if any doubt or confusion. Sent from my iPhone using Tapatalk

So very true Anthony. We ask our clients when following the Savvy Test profile for the LOP Mag test to begin with the Left position. But so often we see them backwards and my suspicion has always been its because the leftmost key position is actually the right mag - not left as I suspect many pilots assume without looking closely. With a healthy ignition system though we can readily tell them apart. The two mags aren't always different though. Those that use impulse coupling will often have two impulse coupled mags which I think is a great advantage. Obviously though you won't see two mags with SOS systems so normally the left mag only will have the starting circuit. Exactly right but lets not limit it two plugs though! Best to say in the vast majority of engines that each Mag fires the Top plugs on its side and the bottom plugs on the opposite side (i.e. Left Mag fires top Left side cylinders). Plus we always have Odd numbered on the right and Even numbered on the left. But Continental starts counting #1 from the rear while Lyc has to be different and count #1 from the front. Firing the top of the same side is true for almost all engines with a few exceptions including the 4 cyl Lycoming and continental 300; which does the opposite (left mag fires top right). But if one replaces there Bendix ignition wires on a Lyc 360 they can end up with the conventional Left Mag to Left top plugs - so the Lyc 360 is a uniquely odd in that it depends. But no, the different style wires do not alter firing order at all.

I'm reviving this fun thread - I've had my JPI900 about 5 months, and I like it on the whole. But I have one major beef with it. My MP bounces by about 0.5" constantly- no big deal, just an annoying distraction in my visual field. JPI supposedly gave my dealer the firmware fix, but it made no difference at all. Grrr. It's particularly annoying because there's no numbers on the analog arc, so no way to set by roughly eyeballing it - the single worst part of the design. I'm wishing I kept my analog MP/RPM gauges - particularly since the JPI partially crashed once in flight before the firmware upgrade (lost all engine readings but kept fuel level and a couple other things) - it rebooted after about 30 seconds, just as I was about to pull the breaker to reset. No way I'm sending back to JPI currently unless it recurs - this would ground me as it's primary. Should I install a "snubber"? Should I quit bitching because 0.5" of oscillation is normal? Should I make some zucchini instead? Maybe this would mellow me out. For sure a snubber will fix it. But I have seen their firmware update finally resolve the problem with many of our clients. They have released several firmware updates before fixing many so I would encourage you to contact their tech support and see if they have a newer update than what you now have. If they say no, it doesn't hurt to ask them for a snubber. They use to provide them but they are now bent on fixing this in s/w. Sent from my iPhone using Tapatalk

It's really inadequate data- only a single data point on the right mag. May I suggest you go to Savvy Analysis web page and download the Savvy Test profile and follow the test profile instructions. Or google our "Savvy Inflight Diagnostics". When you do it again, keep it on the mag position long enough to collect at least 10 data points - with your 2 sec sampling rate give it a full half min or 30 sec and that includes the both position in the middle. Do the LOP MAG check after the gami spreads at 65% power ( without changing MAP or RPM, just FF) so you how much it is LOP can be verified. enrichen after the gami spreads enough that you have a smooth running engine before you start the LOP (I.e. 50 LOP or less if necessary). Then look for a weak rise or erratic EGT (missing). Sent from my iPhone using Tapatalk

Very sad The impact really looks like a stall/spin in the traffic pattern. But Primary training with two small children in the back - really?

Yes, it is. Sent from my iPhone using Tapatalk

You do realize that Jepp provides 24x7 telephone technical support for their products - right? Whenever I've called them (after first trying to re-boot) they've have gotten me past any issue and I use them for a number of products. I'd call them, but the Apple beta version may scare them.

Just as likely then that your new engine installation is actually able to idle lower than your prior engine. For example, I can't idle at 700 - that is really low, mine is closer to 800 rpm but if I really try I can get it to 750-775.. That would make a difference.

You can't expect to see normal vacuum at 700 rpm. Maybe a little sooner than 1000 rpm, but having normal vacuum at 1000 rpm isn't bad at all. I'd be happy with that.

Sounds good but any hand propping is done by the pilot; not a untrained pax - I hope. It's probably best the vast majority of pilots won't try it either these days. But I realize you are referring to long ago. Sent from my iPhone using Tapatalk