exM20K

Many thanks to Eric at Oasis for fixing my rigging. I gained back at least 4 KTAS, which came very cheap as compared to the usual 1 AMU / Knot scale for speed mods. A well-meaning but untutored A&P took it upon himself to re-rig the flaps and ailerons visually and without my permission or knowledge. Net result was 12 knots below book, rudder trim 3/4 scale to the left and ailerons trying to pick up heavy right wing. Eric jumped on it with confidence. Fixed the drooped left and right flaps (4* droop on the left!) and then the ailerons. Ran the gear up to check that the doors were closing well and firmly, and away we went for a quick hands-off test. Passed first time. Very happy with Oasis. -Dan

A datapoint suggesting that anything will sell this year. Great time to be a seller of just about anything.

Space books pretty far in advance. is Tecnam in the old Mooney location? https://www.expocadweb.com/21eaa/ec/forms/mobile/index.aspx#fp

It is worth pulling the inspection panels and running the system on the ground to check for leaks. In my system, the lines to the panels are almost under tension they are so short.. I've had a line part in the tail of my 231, but that was more than just some drips, and the system wouldn't come up to pressure (the pressure sensor is in the vertical stab). If you look at the fuselage by the flaps with them full down, you will see that it is open to the elements. Water and TKS can get in there for sure. a squirt of Corrosion X into the tail after use was suggested to me by DMAX. there are some slits in the horizontal surface, towards the rear and near the vertical stab. Spray can with straw fits nicely. -dan

It's not corrosive when new. Old fluid can get acidic - it's worth a couple bucks to get a pH meter if you have old or suspect fluid. -dan

That's the knobs only, not the electronic interpreter it's connected to, unfortunately. thanks.

Thanks for checking in, Patrick. You did fine IMHO. Not an easy place to be especially with PAX. Waived off the contact approach and landed with a reusable airplane and, I hope, passengers that will fly with you again.... FRA tools do call out PAX and especially low-time PAX as increasing the flight risk. Your data point confirms this. -dan

My complaint as the original poster was that because Garmin does not permit field repairs, but rather only exchange or flat rate repairs, a zoom knob replacement cost me $2800 plus shipping plus four hours of labor. That is abusive. -Dan

I disagree. If there is something that can easily be diagnosed as a bad sensor by asking the right, specific questions of the pilot or traveling a couple hours to pull the data, then the OP can save the considerable expense and inconvenience of getting an A&P to travel for the same diagnosis. He can choose how he wishes to proceed, of course. -Dan

Not for Part 91. I don’t believe my first plane, a 1973 Cherokee had pitot heat. @Oscar Avalledo you remember? that plane has since seen plenty of IFR training use at a flight school.

Sounds more like the air filter and, if pics are of the incident plane, airframe ice to me, too. Do C models typically have heated pitot tubes? glad it worked out. Flying an iced up plane in IMC to land in the snow with two other passengers and a lot of fuel on board doesn’t sound like fun. -dan

How do dogs know when you’re leaving for a trip? He was not going to be left behind!

Bose has been awesome for me, too. Good company that has to compete for your business, i guess...

Zoom knob on G1000 MFD went inop. Garmin says no field repair - overhaul/exchange or flat rate repair only. $2800 plus 8 hours to load new software. for a zoom knob. I get better treatment from union contractors in Chicago. Aren't monopolies great? -dan

Team player that I am, I decided to fail an EGT probe during one of my flights yesterday: https://apps.savvyaviation.com/flights/4841967/edccd3c3-efd6-493d-b3c9-7db9147cda9a Failure starts at 1:38. Engine was smooth with steady temps otherwise for the duration of the flight. Note how sensitive #3 EGT is to tiny changes in mixture during the descent. That's un-possible to do in an engine. If the @lvpazik's data look like this, I'd replace the probe, fly it, and call it good. -dan

Yah, BTDT, too. But the mag failure is not limited to a single cylinder. Here are the traces. It was not a complete failure but the mag had fubar'd itself enough to not run the engine. obviously I knew something was up as you can see from the mag checks in - flight. Interesting post-mag shutoff to see how 1,3, and 5 CHT's really dropped off. Top plug vs bottom. really important to select ICO on the mixture before going back to "both," lest you scare your pax and maybe earn some new exhaust components with a big boom.

or this: http://www.fly2lunch.com/

Just to be clear, I would run the jamb nut down a little to trail 0.5-1" when selected "Closed." I don't recall any meaningful speed loss, but it was a long time ago, and I'm getting old... -dan

@carusoamnot sure what runaway EGT is. They will go to peak and nothing more. Runaway CHT is an indication of detonation. The OP's description of fluctuating EGT sounds like a bad probe. My TSIO 550 eats them like they're free, which of course, they're not. This is the failure mode i've seen: very high, then bouncing all over, then the red "X." Were I stuck like this, I'd try to switch CHT leads or probes to see if it is the probe, do a good LOP run-up, and if all normal, go around the pattern at altitude a couple times. -dan

Funny. I had the opposite problem of too-high CHT’s if rigged fully closed. Especially in the warm weather months, I’d rig them to trail open maybe a finger’s width to keep cool. -dan

So.... bringing this back to S&F.... how convenient and workable is plant city as an alternative landing spot? Are there reasonably frequent shuttles as at OSH? I’d like to attend next week for a day trip but disinterested in the grass experience. -Dan

My 310HP Acclaim will easily sustain 1200-1500fpm climbs at 120 KIAS to 17,000. Slightly less at 130. CHT and oil stay very cool as compared to, say, a PA46. It’s a game changer. -dan

It looks like the (ECMWF?) model validated pretty well this morning. It looks like @Boilermonkeymade his life a lot easier by hopping on the Germ Tube. -dan

If such a plane were on the market when I bought my Acclaim in 2016, I would have been very interested. After nearly five years with the acclaim, however, I’m glad I stayed with the Mooney...the devil I know, I guess. You will bump up against some limitation with any airplane (useful load in my case) but learn to work around those limitations. Buying and selling planes is expensive especially when measured against an occasional fuel stop. Regarding the broker couple in OH, their behavior may be more an artifact of current market conditions than anything else. When they sold for me (if it’s who I think you were dealing with) buyers were very carefully qualified as we had pegged the fully loaded cost of a demo flight at $1500 or so in new planes; those demo flights were half- or full-day affairs with a lot more than just flying. Stuff is selling in hours or days now, so it’s a different process now and probably a moment in time when it’s better to be a seller than a buyer. It’s good you were able to fly the SR22. I found it impossible to trim for hands-off cruise, but maybe it was something I was doing wrong or a mis-rigged plane. Good luck with your purchase. -Dan

Good advice above. I’d elect (3). if MVFR, you can file to Gary, shoot an approach, cancel and go VFR up the shoreline. -dan