kortopates

The ebay boards appeared to be out of the 50’s, perhaps during the A model. Not sure what models they were good for. Sent from my iPhone using Tapatalk

They may not work 100% of the time for all of us, but I believe they work most of the time. But you can't teach good ADM, its an attitude that a pilot must chooses to embrace and devote much attention and study too avoid falling pray to the hazardous attitudes, like get-there-itis as well as learning methods to detect and correct mistakes since we're all very vulnerable. For many of us it takes a close call or some very scary moment that causes us to make the necessary attitude adjustment; what Cliffy likes to describe as getting tempered. But sadly for a select few pilots, it takes the FAA, or insurance companies or a Darwin award to eventually weed-out.

Hey thanks! I was guessing it was passing by Coco's but I see it was going by Liberia. We had departed Panama heading into El Salvador. I would love to stop in Costa Rica, but twice we've done trips down here and each time I gave up stopping in Costa Rica because of the huge fees they charge for us little guys. They wanted near $300 a day to park over night and now they no overnight parking at all AO's unless you get detained for wx or something . They really don't want us. So when we did 3 week touring trip in Costa Rica it was by airliner!

I also have $1M smooth with USAIG and got the discount and made no mention of having instructed at least 3 PPP's last year. I average ~300 hrs a year, the majority instructing in other people's Mooney with no significant change there. But I was really paranoid because my wife only logged 15 hrs this past year because largely the plane was in the avionics shop for several months getting its second major panel upgrade. With so few hours I thought we really needed to get her a Flight Review done before sending off the Pilot History form update to help compensate. But we weren't able too with us leaving town on our CENAM trip. So I was really sweating we would get hit with an increase. Boy was I pleasantly surprised when I saw the rate reduction! But most of all I've been really concerned about being under insured and thankful they allowed a significant hull increase.

I just renewed with USAIG and saw a a good discount from last year. I also asked to raise my hull value, I was already at the max they would allow last year but this year it was no problem to raise my hull 60K, 26% because I have a high end glass panel. That ate up most of the discount from last year. Sent from my iPhone using Tapatalk

Actually John you don’t have to settle for optimizing max fuel, it’s very possible to get all 3 adjustments (unmetered pressure, metered pressure and idle mixture) all perfect. it’s just that’s it’s an iterative process, you start with unmetered and when you adjust that it certainly can affect your metered (max flow), so that how you begin to iterate tell they are all there. just takes some patience by someone that has experience but once all 3 are in the ball park it’s requires very little adjustment. Sent from my iPhone using Tapatalk

That make more sense, chips and the like and often considered standard parts many of which are provided by multiple vendors. Plus a chip consumer needs a drawing and documentation to utilize the chip properly in a circuit. Of course Garmin isn't a producer of electronic parts but a consumer as is every avionics manufacturer.

It won’t, especially in aviation. There is zero market pressure to do so. Aspen was actually the first to market with a retrofit glass panel replacement and promised an open architecture environment - so that they could play with others. Where did that get them? Their market share has been mostly swallowed by Garmin because they simply make the best products that integrate well with their other offerings. Their biggest complaint isn’t that a dealer must install/service them but that their end of life comes sooner than most care for. But that’s the reality of electronics and digital technology. Sent from my iPhone using Tapatalk

Way to complicated to do a full mag check! The much simpler way to check p-leads for a hot p-lead is while at idle rpm, move the key to off momentarily just long enough to tell that the engine is dying but go back to both before it dies and then kill the engine with mixture. If the engine doesn't show its dying in the off position you have a hot p-lead and exercise caution. It won't cause backfire done at low rpm and is quick and easy. I see now John (@jlunseth ) describes the same method above. I'll add vast majority of primary students learn this technique these days which wasn't widely taught when I learned 30+ years ago.

. The GI-275 software is a little more complicated approval as it is a TSO’d instrument vs PMA like the G5 and G3X .

i am hearing next week for the GI-275, but we’ll see. Sent from my iPhone using Tapatalk

It still takes on average a year to a year and half for an engine that has been sitting for a period of time to start making metal after being flown extensively again. It takes time for the engine to prove it self. Sent from my iPhone using Tapatalk

I did transition training for someone that had bought an F model with similar pedigree and no pre-purchase inspection. He was active duty trying to save some $ and thought he found a good deal. On our first climb out i couldn’t believe the anemic climb performance from essentially a sea level airport. Although we completed the training, I also reviewed the POH performance tables with him and showed him we literally only got 1/3 of the POH climb rate for our weight. I suggested he measure the amount of valve lift on each cylinder when warm, comparing the amount of lift on each. it’s usually a shared intake cam that wears down first. Sure enough that’s exactly what he found. so i referred him to a mechanic that would next bleed down the lifters to get accurately verify what the owner roughly measured. I really felt bad for the new young owner. Personally, I think it’s a huge mistake for a fist time buyer to skip the pre-purchase inspection and test flight and go straight to negotiating. Plus it’s got to be very rare when a new owner doesn’t at least make up the cost of a pre-purchase inspection with items found and corrected at the seller’s expense. Of course a PPI isn’t a panacea for finding everything. It’s intent is to find big ticket items and even there is not always entirely successful. But skipping it is nuts to me. Sent from my iPhone using Tapatalk

A little bit of IPA goes a long way to dissolving a little trapped water. Don’t need to go as much as 1%. The turbo’s allow upto 3%. It’s turns out the casualty to excessive IPA is not the tank sealant but the seals in the TCM engine driven fuel pump. But have only seen this when using the maximum 3%, never 1%. I always recommend using it as needed conservatively. Sent from my iPhone using Tapatalk

I would seek the opinion of a good aircraft welder. They can usually repair any exhaust - even if they’re rebuilding it. Sent from my iPhone using Tapatalk

Make sure to use the larger cartridges meant for Fat Tires used on mountain bikes. I forget sizes but they’re much larger than ones intended for road bikes. Sent from my iPhone using Tapatalk

I believe it would take both a CGR-30C and 30P to get everything you get in the Garmin EIS or an EDM-9xx and then you would have two different data files which is huge negative IMO. Garmin EIS has many integration enhancements as well and the smaller footprint than the EDM’s if that’s what you want. Sent from my iPhone using Tapatalk

Consider the cool down starting when you pull back the power to land and long over after you taxi away to parking. Also i would avoid running on one mag, the practice is more likely to foul one of the bottom plugs. But do aggressively lean as part of your after landing checklist. Sent from my iPhone using Tapatalk

An ultra sensitive throttle on a Merlin is almost always a sign that it needs to be rebuilt by Merlin. It’s neither very expensive or time consuming. There are a lot of things to consider with high oil temp and low pressure starting with where your oil temp probe is located or accuracy of the gauges. If it not an approved for primary monitor, the probe isn’t even at the official measuring position but up in front where OT is warmest. Plus 200F is not hot; especially in climb with low IAS. Sent from my iPhone using Tapatalk

JPI probes are not compatible with the Mooney TIT probe. Sent from my iPhone using Tapatalk

Not only that but 252’s and Encores have 3 doors to cover the gear fully vice the 2 used on the J. But agree with you, i always extend the gear at speeds much less than max extension gear speed of 140 since it’s much less wear and tear on the gear door rods and brackets which will develop elongated holes eventually leading to breaking. Incidentally, sloppy gear doors from elongated holes can be repaired by welding the rod holes and re-punching to size without replacing $ rods. Sent from my iPhone using Tapatalk

It doesn’t always work, but I’ve lost count of the number of very happy clients that this non-invasive procedure saved them from pulling a cylinder! Pull the sump drain so it isn’t exposed to the solvent since it’s harmful to o-rings. Sent from my iPhone using Tapatalk

Impressive, very poetic! Happy New Years from Central America! Sent from my iPhone using Tapatalk

'She' threatened to do so - on an instrument pilot candidate. She didn't carry out the threat. But I doubt a candidate would have leg to stand-on if they willfully violated local or state ordinances in challenging her. This isn't a hill worth dying on.

No, what you read is the AFM (airplane manual supplement) that goes into your POH "after" you've had the modification, hence why it reads like it's there. This is provided by Mooney, therefore not an STC. Contact your favorite MSC to ask cost for installing it.