kortopates

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

Absolutely, you get some great added functionality by integrating them. From the JPI you can configure it to give you remaining fuel or reserve at your GPS destination (but the default is the next GPS waypoint). From the GPS you get access to the fuel planning page with fuel flow and remaining fuel pre-populated. With both you'll have a much more accurate picture if you adequate reserve to make it to your destination or the range to divert to another destination if you need too. True those numbers or reserve will change in your descent but usually in your favor to add to your buffer. Anyway very worthwhile IMO. Sent from my iPhone using Tapatalk

I think we all just saw it - Break Away wings! You can't hope for a better outcome. When the wing tank ruptures fuel flows out everywhere and a lot of it flows downhill on the lower wing skin into the cabin where the cockpit floor will be bathed in fuel. This is when you'll be happy you paid serious attention to those burn certs so you can get out while the fire is still smoldering; or regret you didn't. But if your injured or worse and unconscious your chances of survival go downhill rapidly with every second as the fire builds. Sent from my iPhone using Tapatalk

Fltplan.com has a free Go Flight app that runs on the ipad and android. It has geo-referenced approach plates and Ads-B in. It has a lot of capabilities for free including some of the best tablet based aircraft performance modeling but its user interface is the worst IMO making it more than just cumbersome to use. You pretty much get what you pay for. The much more popular products that cost $75-150 (vfr to ifr) year are orders of magnitude better. But what different folks like is more a personal choice and what they learned on first.

There really isn't any requirement for 1090ES in any other North America country for GA, and probably won't be in the foreseeable future despite what our FAA says. Mode S though is the ICAO standard and that will eventually become required equipment in Mexico & Canada - but they continue to postpone the requirement for N registered GA traffic. But Mexico for example doesn't even have any GPS approaches yet, and is way behind the technology curve. In contrast, both Cuba and Canada do have them. Anyway, expect 406 ELTs and Mode S to become required well in advance of ever seeing Ads-B out a requirement anywhere else than the US in North America. By the time it is, we'll probably all be on a less jammable GPS bands anyway.