jetdriven

It appears YXI is now in alignment with the charts. But you can't enter the airway to make it do the flight plan right. And you cannot file an ICAO (canadian or international) flight plan with it. But Foreflight is a nice product for supplementary info.

Our aera has all the canadian data plus approaches (not legal for primary), and the iPad with Foreflight had the canadian data as well. But many of the waypoints were a few miles off, for example the VOR we were navigating to, the Foreflight spot the unit was navigating to didnt match the map. We also had the Jepp enroute charts and the Canadian pilot, so we had all the data for sure.

Same here. Excellent product. More output than the Prestolite unit and lighter as well. More modern design. No low voltage light ever. Just make sure the output terminal is torqued correctly. Ours was not and it melted the output post off.

One more thing to add, a Mooney climbing at 90 MPH that experiences an engine failure with the gear down will lose airspeed so fast that a stall is likely. Try that sometime at altitude. Remember Vy is 105 MPH with the flaps up and around 90 with the flaps down. Also, the lower the airspeed at retraction is the longer your LG actuator will live, I never thought of that. I also am guilty of not braking before putting the wheels up.

might possibly be a bad valve. it rotates and leak s on a measured interval of like 2 minutes

shadrach is right. this is exactly what we do in the J. We average 150 or so KTAS and 8.5-9 GPH

9k is the price at the show for payment in full. Pay now and get delivery in late 2012. On the surface it seems like about 8k off. Quote: Vref 9+7=16k$ what I read in the Pdf price list..?

I'm with Parker on this one. A clean airplane climbs faster and when an engine quits, it is higher than one which didnt put up the gear quickly. That pilot has more options. Positive rate: gear up. If i have to make a forced landing, I am going to evaluate the terrain and decide to land gear up or down. It doesnt matter anyways, its insured.

Ours you push the bar down it activates the relay. then forward or back as needed.

9 grand seems like a really low price for such a stunning piece of hardware. It ships at the last of 2012, and the money is refundable after Sun-n-Fun next year. Anyone taking them up on the offer? We are considering it. http://www.avidyne.com/products/ifd540/index.asp

to 8.7 GPH for 65% power, and 9.9 for 75%. that is it.

well does it really take 4 months to buy an airplane?

I dont know why you guys put any money into a generator. They are heavy, troublesome, and dont put out any current at low speeds.

never trust a parking brake.

Under any circumstance I think an FAA inspector would be able to win a case against the person for "careless and reckless". People hand prop their planes, yes, and I think many tie them down or chock them, at least have some kind of procedure. It is a necessity. They are for the most part less than 100 HP airplanes also. I started mine up the other day and reached for my headset. It was locked in the bag compartment. So I did the right thing, pulled the mixture, took the key got my bag. In front of 5 witnesses a couple of them ATP's and jet pilots. All laughing inside I suppose. If I forgot to tie it down, Run it for a few mins to charge the batery, and then kill it to remove the chocks. Or drive over them. (Cant do that in a Cirrus) Shutting down an engine for a couple minutes its super easy to start back up. Quote: sleepingsquirrel If you had not been witness to this event,would it still have happened? Would the outcome have been the same? Is one occurrence worthy of having to always be perfect, or.......run the risk of having this person trying to correct your mistake or poor judgement? (usually this does not work well except between instructor and student) On a crowded ramp with children and invalids this might deserve a discussion with the pilot. Otherwise he will just point out that people hand prop their planes all the time and have no one in the cockpit. Many great airshow acts are based on this premise. Just think to yourself "I would NEVER do that" (Even after a particularly difficult hot start with an already low battery, and the airplane will not move because the low battery distracted you and you forgot to remove the chocks from the MAIN gear which you vividly remember putting there now that the balky airplane will not move)

I think so. WOT FF is is the 18 GPH range. idle is like 2. SO, depending on throttle angle, and time, is the volume of fuel you get for priming.

I agree that is a serious safety violation. You can pull the mixture, and get back in and crank it up in two seconds. An unattended aircraft not tied down is bad enough, leaving it running is a serious matter. There's a reason our insurance rates are so high.

Thats a super nice paint job, Job. What kind of paint did they use?

I have flown all of the models of Piper PA28 and although the back seat is about the same as a 201, I think passengers have more leg room in the Mooney. I have read the articles that say a Mooney has 2" more cabin width than a PA28 but in reality the front seats are smaller. The fuselage curves inwards and the plane gets narrower forward of your shoulders. Your legs go into a box or a similar to a large kayak in a mooney, where the PA28 series its all wide open down there. Even in the arrow. Lots more room for different leg positions. Not knocking Mooney, we bought one as well, but its not "roomy". A 201 is also 18 knots faster than an Arrow with the same engine. The upside is you sit in the plane for 20-50% less time than a Piper PA28, so it doesnt have to be as roomy. Go sit in one. Quote: rsnowden That leads to the question of how does the Mooney compare space wise to the Arrow or Archer? I saw the link comparing cabin size but is it really true that the Mooney has more space than an Arrow or Archer? That would clinch the deal for me. Also, what is the biggest Mooney available? Is there one model that has more room than another?

ON later J's the ram air was deleted from the factory. I'd say the J's tuned intake is as good as any other. Ours has stock injectors and runs 100 LOP.

Mine was closed when I bought it and I view it as a plus. One thing less to maintain and the work is already paid for.

A lot of that is rust from steel screws. Also, the flap up stop is a steel part and rusty. Same with the nose gear. You get 10% thickness on that stuff, but its a lot of work, and unless the price is cheap, not worth the time. If the spar has any corrosion, the repair costs will total it.

Ours has that. Its a 1977 J model. The M20-93 procedure basically removes the ram air and blocks off the inlet in the air box. Our cowl still has the inlet under the spinner and has a plate behind it. The Mooney instructions say to fiberglass over the hole. I dont see any cons, the ram air only gives <1" of MP and is one more thing to maintain.

Try cleaning them first before running thre GAMI test to establish an accurate baseline. On our Lycoming IO-360 we cleaned the injectors and our spread dropped to such a small value we run LOP on stock injectors. If course, the Continentals probably won't do that. But you might only have to order one round of injectors to zero it out. Quote: aviatoreb That is very impressive Don. I really need to get myself some Gami's - it is on my to-do list this summer behind just a few other mods first. I don't understand your comment on "exhaust side of the turbine can expand and strike the turbo housing".

Also, superheated turbine wheels glow white hot and actually "blade stretch" when overheated causing blades to rub the housing. Quote: carusoam "What would cause the turbine wheel to expand too much?" - aviatoreb "expanding" on Don S.' response.... Consider the following regarding expansion of parts due to heating... Think of it as related rates of expansion. Turbo housing expanding slower than the turbine. They both expand, but not at the same rate. All materials will expand when heated. They do this at different rates in/in/deg or mm/mm/deg. The turbine is made of a different material than the housing. Thus rates of expansion will be different. The turbine will also be hotter (overall) than the housing. The housing has some cooling, the turbine is very surrounded in the exhaust gases. The clearances are as tight as can be to begin with. Not much room left for differential expansion. Since it is practically impossible to measure the temperature of turbine itself, the next best thing is define a TIT not to exceed, and stay on the safe side of that. Cylinders and pistons have a similar relationship with similar limitations. Just some thoughts from atop my engineer's soap box... Best regards, -a-