jnisley

Today after flying a "practice" RNAV21 approach into KFKL (Franklin, Pa) I experienced a partial engine failure and needed to do an emergency landing (see attached flight track photo). I had just climbed through 3600' MSL (2100'AGL) and was three miles northwest of the airport when I started losing power, my engine monitor warning light started flashing and all four EGT/CYL probes went cold. I immediately turned toward the airport, switched fuel tanks, and went through my emergency landing procedures and declared an emergency on the Unicom, the engine continued to surge from no power to partial power. I saw right away that I’m high enough to make it to runway 12 (100x3593’) if I did everything right. I lowered the gear and flaps when it looked right but was high and a bit fast and needed to slip it down. The landing wasn’t textbook but good considering the circumstances. I was able to limp to the ramp under partial power. The engine starts fine, is doggish at high power setting and runs very rough under 1200 rpm and it doesn’t idle at all, fuel pressure is good,mags check good . It smokes, especially at lower power settings and smells like a lawnmower that has its mixture set too rich. Bad fuel servo?

I've had three models of IPads ( 1, 2+ and 3) all black, all yoke mounted and have only had overheating issues once, perhaps twice...I can't remember, the first time it was because it was in a sleeve in direct sunlight, I removed it from the sleeve, let it cool on the floor of the plane and it was fine the rest of the trip. I believe keeping them out of direct sunlight and good air flow is the key to keeping them from overheating.

A new Sky-tec is on order.

We finally found our intermittent starting problem, the starter is shorting out but only after flights an hour or longer while it's still hot.

I mounted mine with velcro.

Several weeks ago I did my first flight using Foreflight/Stratus 2 with Synthetic Vision, I was IMC, over the mountains (KGKJ-KCHO-KJFZ) all I can say is WOW what perspective! Even though I've been using the Foreflight/Stratus 2 ADSB-B weather for several years, I'm still paying for (downgraded) XM weather (GDL69/MX20) because I like two sources but one of these days I'll probably cancel my XM subscription because ADSB-B has proven to be very reliable here in the east.

Thanks everyone!

Would a broken but touching jumper wire make enough contact for the solenoid to close and provide 12 volts of current to the panel but not enough to provide the draw needed to turn the starter?

Here it is

I was having intermittent starting problems on the last leg of a recent flight, I had full power (12+volts) in the cockpit but when I turned the key everything went black, when I released the key the power came back, the first thing we did was boost the battery (no change), then we load tested the 2 year old Concorde battery (it tested 100%) I made sure all the large terminals were tight on the battery and the solenoid (they were) after doing all this it started fine (several times), so I flew home. The first time I tried to start if right after shut down it didn't start but a minute later it did but it didn't the third try. The next day it still wouldn't start so I removed the master solenoid and found that the small jumper wire that goes from the large post to the small post on the battery side of the solenoid (see attached photo) was broke at the connector but held to the post by the rubber boot, I haven't flowen the plane since but started it multiple times without any issues. Can someone tell me what that jumper wire does?

Today I used ATC, XM, ADS-B, stormscope and turbo and made it home safe and sound but tired, PTL! Angel Flight mission GKJ-CHO-JFZ-GKJ 45 minutes after I landed a thunderstorm parked it self over my home airport.

I've flown the north route several times and never got billed.

The key phrase to my previous post is "since I started using this method" I had plenty of issues with hot starts/warm starts before using the described method. I've flown forty+ Angel Filght missions (each mission has at least two hot starts/warm starts) and haven't had any starting issues........yet:-/ My engine starts fine without any boost pump in a true hot start (restart 5-10 minutes after shutdown), the problem I always had was knowing if my engine is hot or warm.

I know every engine is somewhat different but I have never had a cold start/warm start/hot start issue since I started using this method. Throttle approximately 1100 rpm Mixture off Boost pump on Mixture full rich 6-8 seconds than off for cold starts (advance slowly when engine fires) Mixture full rich 1-3 seconds than off for hot starts/warm starts (advance slowly when engine fires)

I prefer LPV for all the above reasons. I've never had controllers question me when I requested LPV in lieu of ILS

This happened to me last fall while skirting around Chicago's class bravo airspace, I opted to go VFR because of Chicago Center being out of service so I was already nervous with all the traffic in the area. Wow, my heart almost ejected until I figured it out!

I almost always file direct and most times and get it unless my route takes me through class bravo airspace or when flying in the DC vicinity. For example, I fly quite a bit just west of the DC airspace and here's what I can expect: For KGKJ-KCHO I always file KGKJ-LURAY-KCHO because that's what was given me years ago when I tried to file direct and it has never failed me since. For KGKJ-KHWY I always file KGKJ-CSN-KHWY on the way down and KHWY-CSN-MRB-HGR-KGKJ on the way back for the same reason.

If you ever need to pick up a clearance out of KHWY Warrenton, Va you can contact Potomac Approach direct at 866-709-4993, their GCO has been out of service for quite some time.

Useful load on our F is 898.5, it's quite heavy with Rayjay turbo and onboard oxygen (oxy tank weighs 28 lbs) Annuals range from $1500-2500 depending on squawks encountered.

Years ago the baggage door on our M20F opened during takeoff for my partner, it now gets locked before every flight.

Congratulations! They say birthdays are good for your health, the more you have the longer you live.

We have the STEC 30 with ALT hold and GPSS, eight years in service and no complaints whatsoever, I expect the 55 would even be nicer.

Several years ago one side of my starter switch failed in flight rendering one of the mags inoperative (don't remember if it was left or right mag) had I not done a mag check before shutdown and discovered it I would have had an unpleasant surprise the next time I would have tried to start it because it didn't even attempt to start.

Here's a flight I did this past June, the controls were somewhat mushy but not uncomfortably so. 17,800' level flight MP 24.5 (waste gate fully closed, mechanic has since adjusted waste gate, it wasn't closing completely) RPM 2500 FF 11gph (I needed this flow to keep cylinders in a decent range) IAS 143MPH TAS 195MPH GS 171MPH Oil temp 194 degrees OAT 22 degrees F #1-316 1407, #2-388 1270, #3-375 1377, #4-328 1405

This fall on a cross country from Iowa to Pa I took my turbo-normalized M20F to 17,000 and it occasionally missed, I noticed my fuel pressure needle fluctuating, turning on the boost pump took care of the missing of the engine but not the missing my heart:(, descending to 15,500 didn't solve it so I descended to 13,500 which solved it. Earlier this summer I took it up to 17,800 (actually 18,300 briefly) and it didn't miss at all so I'm not sure what changed.