romair

Those are the display lenses not the actual display...

Part number: 037-00073-0000 Thanks

http://www.flir.com/flirone/content/?id=69369 would something like this work for night flying and seeing whats under you? IMC? Thoughts?

No, there is definitely a metal looking coil in there that is loose...

I cleaned the contacts, but it did not solve the problem. I then noticed that there is something rattling within the display itself. On the back side there is this glass reservoir appearing structure. Inside it there is a small coil that is freely moving around. Is that normal? Could that be the problem?

Thanks Jose!

Recently my KX 165 which is my #2 comm/nav started acting strange. Intermittently the display almost goes out with the exception of a few digits. If I turn it off and on, sometimes it will go back to normal, sometimes it will persist with the display problem. I initially thought it was an overheating issue, but recently it started doing it less than 5 minutes after turning the unit on. Both the comm and radio work normally when the display acts up, I just can't see the frequencies that are dialed in. I think it might be the display, but it is strange that the display is completely normal during the intermittent times when the unit is working. Any thoughts?

You can listen to the ATC audio. It is on liveatc.net, under interesting recordings. N5626D. Makes you cringe, they had engine failure in IMC while setting up for approach. Does not seem to be fuel starvation, pilot reports significant vibration before the engine quit. Flying single engine in hard IMC is becoming less and less appealing to me...

Yeah, definitely the correct quick drains.

Tanks were resealed about 4 months ago at weep no more. I suspect it is the fuel cap, although Paul replaced the o rings. It is significantly harder to push down the tab on the other fuel cap once it is switched to the closed position as compared to the side where I found water in.

Left KGYY this morning. I always prefly thoroughly especially since the airplane sat on the ramp for a few days and it has been raining in Chicago. First time to find water in a tank...got about 5 draining containers worth of it. Made me quite nervous, especially since the fuel truck had just finished fueling the other tank, so I did not know if there was water in that tank as well. I waited for about 15 minutes and sumped it, but no water. Regardless, I switched tanks only when I reached my 8k cruising altitude....

Thanks guys, this is really good advice as I am building my IFR time. Better to learn how to deal with unexpected requests while in VMC rather than in clouds. I felt that I got lucky to find the fix and I don't want my IFR flying to be based on luck...Btw, the ILS was NOTAMed out of service, so I had briefed the GPS approach just in case, but did not really look at the ILS one.

I was not on an ILS approach. I was just below the cloud layer looking for the airport. ATC initially told me to go direct to the airport, and told me to expect the visual approach (3000 OVC). Then they cleared me for Garie LOM. That's when I became confused as I didn't know where Garie was vs maybe I was misunderstanding them and they wanted me to still go direct Gary airport (the names sounding exactly the same were part of the confusion). However, since I did hear the controller say LOM, I figured the best place to find an LOM would be on the ILS approach place. I opened the plate, found it and then entered it into the GTN and then it became a non-event. Also confusing was that Garmin did take the GY identifier that was on the approach plate, but Foreflight did not.

I flew into Chicago yesterday (KGYY) and found myself with a couple of questions as I was trying to get to do what the controller was asking. The last leg of the flight was BEARZ then D KGYY, expect visual approach. While I was going direct to the airport, the controller changed my clearance direct Garie LOM then direct, probably trying to get me lined up with the runway. I felt a bit unsure at that time. Since it was a LOM, I thought that the best way to find it is on the ILS approach plate, and fortunately I was right. I saw that the identifier was GY and added that into the Garmin, and it worked However, when I added GY into Foreflight, it took me somewhere differently. Two questions - if you were asked by ATC to go direct LOM, and you were not familiar with that fix, would you have questioned ATC or just tried to find it on a plate. It was especially confusing at Garie sounds very familiar to Gary the airport, and it took me a while to realize that they wanted me to go to the LOM first. Second, how would you identify the LOM on Foreflight, so it can be entered it in the flightplan? Thanks...I felt that the airplane was getting ahead of me somewhat, and it was not a good feeling. I was lucky that the ceilings were not too low, and was also able to slow down the plane significantly while trying to figure it out without ATC being unhappy with me. Stefan

what are you running to see the gauges on the ipad?

Which yoke are you using? To add to the simulator experience, consider the flight1 GTN simulator. It is awesome. Also, fsx can integrate with foreflight. Remote flight hd allows you to use an iPad for better viewing of your gauges. Finally I also recommend trackr IR for an easier way to orient yourself when flying.

Today during my pre-flight I noticed that my left tire is markedly more worn on the outside thread than the inside. With that in mind, I paid more attention on how the right wheel is compared to the left one, and it seems to me that the left wheel has a higher inward angle than the right one. Do you guys agree? What would cause this?

This may be a dumb question. Some VOR approaches can be flown in gps mode, or in vloc mode. What is the difference when i choose one vs the other mode? Is the gps mode more precise?

This was taken at cruise, constant power setting. I am attaching the entire flight with FF, then another zoom into it with the FF. As you can see, the FF has significant oscillations, which I believe are instrumentation related. I'm now wondering if the oscillations in the EGTs are normal, or also related to a common cause.

I have an MVP-50 monitor on my mooney so now I can monitor my engine in a lot more detail than before. For those of you with digital engine monitors, how much fluctuations do you see in your EGTs during the cruise part of the flight. I am attaching a picture of a random 40 minute period during cruise. I am not sure if the fluctuations I'm seeing are normal, or if there is some interference. I am pretty sure it is not the engine, and I am already chasing some other fluctuations in the system. The EGT fluctuations are not severe at all, yet it is not rock steady either. Thanks Stefan

I've been noticing a strange behavior with my propeller at idle. When I set the RPMs at 900 or 1000, every so often they drop by 50-60 RPMs very transiently (1-2 seconds), then it recovers. I can feel the engine running differently when this happens, so I know it is real. This seems to happen only at low RPMs, once I increase the throttle to higher power settings, the variation seems to disappear. Any thoughts? 1989 M20J, McCauley prop, overhauled about 100 hours ago. Prop governer is original. Anything to worry about?

Here is a question for the ones more electronically inclined...every time I connect my iPad or stratus to any power source (be it the cigarette lighter in the panel or even a completely separate stand alone battery)I get terrible interference on my GTN 750 Comm radio. I can barely understand what the controller says due to all the static. My kx 165 which is my Comm 2 is completely unaffected. The system is 28V but I doubt this has anything to do with this. Any ideas how to get rid of it? Are there any filters out there I could use? Thanks

Much better flying weather today. Trip from Dallas to Willmar went without any problems. Now waiting to see what Paul will do with the fuel tanks...

Yeah, right now it looks like it will be a last minute decision if the weather happens to be right. No reason to take that much risk. This is one of the reasons I like this site...getting ideas from others who have more experience.

That's correct. He keeps the hanger warm. Also, I thought that Don Maxwell does not do tank reseals anymore, but maybe I'm wrong...