aaronk25

If a lot of your travel is by yourself popping from 12-16000 isn’t a big deal in the J. It’s slower than the turbo but it will do it. I have about 1300 hours in my J and have went from Phoenix to MN non stop (well almost, different story, but all over at 19000-21000. When the turbo would be desirable is with pax with and wish I could have the HP to blow though 9000-10000 fasted to another air. But, how often would you have pax with and want to deal with all the o2 masks? So for me a turbo would be nice at gross weights combined with higher altitudes and desired climb rates. Sent from my iPhone using Tapatalk Pro

I’d find a way to run that on the ground that’s what there mostly used for! Florida =hot and humid! Sent from my iPhone using Tapatalk Pro

With that much oil it would be very noticeable on the exhaust of the culprit cylinder. The plugs would be very oily too. If it’s getting past the rings, remember so is the hot exhaust gases which shorten camshaft and lifter life as well as they are directly in the path. There only splash lubricated. But that’s a lot of oil. Are you sure it’s really that much? Was the oil level checked after running the engine for a while after oil change and then re checked when done with the flight? Again, that’s a lot of oil, like enough to leave a blue cloud behind you. Time for a and p mechanic to inspect. Sent from my iPhone using Tapatalk Pro

The last one looks ok. Ask a question, if we have 180 degree on each wing, don’t we satisfy the requirement for flashing 360 degree light? Mine went bad so I pulled it off and put a patch plate one the round hole, and run the strobes full time. Maybe I should consider installing a led one. The tall one 7 years ago wasn’t on my “approve of” list. I hate drag, but the led one more closely resembles the factory one. I remember when the mechanic put on the coffe can one, I said take it off or I’m not paying you anything (with a chuckle), he took it off. Sent from my iPhone using Tapatalk Pro

Agree. For mechanical things my 2 loves have been boats and airplanes. Many in the marina leave 200-400k boats sit because they are saving money by not operating them. I never understood it. Fuel in boats and most planes is not anywhere near the largest cost. Sent from my iPhone using Tapatalk Pro

Nice bird! Just saw the tail number I have 201AD....252AD....nice! Sent from my iPhone using Tapatalk Pro

At 5% I’d do a broker, however I have a feeling that a 50k airplane would be at a different rate compared to a 175k airplane. Anyhow Just remember to get the right broker, as you will be contracted (married to) the broker for a given period of time. A bad broker can be a real pain Sent from my iPhone using Tapatalk Pro

Pressure test it, lube, yep maybe a hour. But, we fly these planes to go fast right? Also with cooler chts is better for the engine. Sent from my iPhone using Tapatalk Pro

Agree with all you said! I would like to know if you ever ran out one of the 747 engines [emoji3] .....I run one out frequently as well. Min 10 in a side after landing is my goal also. Sent from my iPhone using Tapatalk Pro

The power flow is a nice system. More take off power and climb. It really only seat of the pants helps in the 2700-2600rpm range for HP improvement. But all chat dropped by 20-30f at any given power setting. Sent from my iPhone using Tapatalk Pro

Funny this came back up. I had a failure of my XEVision landing light. I’m sitting on the fence do I spend the $230 bucks for the new cable/hid starter that failed after 8 years or so I go with a led land light. Mine is a 35w HID, without STC. I suppose I could get it field approved, it’s the only thing on my plane that isn’t. But leds, from what I’m reading are great taxi lights but not good at shooting 1/2 a mile and lighting up the runway. The HID is awesome for that. The cable holder loosened, it arched internally and now needs new parts. Sounds like the led bulbs can’t concentrate light over a distance. I’ve grown to like the HID. On the fence I guess. Sent from my iPhone using Tapatalk Pro

93mill in losses approximately is not chump change, it’s going to be a expensive year for us. But in the big picture, me paying $1000 more a year is nothing compared to what some of these owners are feeling today. Sent from my iPhone using Tapatalk Pro

Ya I had the vibration go on the J, abs turned out willmar said it was a fowl not fitting correctly. They did some adjustments and grinding and got it all fitting snug. No more vibration! I believe it was Eric at willmar who did the work. Sent from my iPhone using Tapatalk Pro

That’s moving! Sent from my iPhone using Tapatalk Pro

I made a couple flights into Chicago and Minneapolis airspace since the start of the new year with my portable SkyGuardTWX adsb-out synced with my mode C spitting out the same sqwak code. I asked Chicago and Mpls if they could see my adsb, they both made a comment that they had to flip screens to see it and workload didn’t permit. It’s since been in the avionics shop getting the real system installed for the past couple weeks 345 and the rest of the goodies. My guess is they aren’t using it yet for primarily methods. RST primary radar was down and the ya said I might be able to give you flight following, hold on a min, yep I see your adsb......went on flight without a event. So not sure what the deal is with adsb. I will now be compliant, but they sure made a lot of stink about getting this all installed for a system I don’t think their using, yet......