pinerunner

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About pinerunner

  • Rank
    Won't Leave!
  • Birthday 05/03/1956

Profile Information

  • Gender
    Male
  • Reg #
    N1289X
  • Model
    M20E

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  1. I've come to take it as SOP that you do the best preflight possible after any maintenance. To take it for granted that they will hand it back to you with no small issue is not quite reasonable even with very good mechanics. That is especially true if you're hanging around asking questions which can be distracting. Preflights really matter.
  2. I waiting to be sure they get the HSI part working and with a remote magnetometer. I get funny readings from my compass going east/west.
  3. My perspective has been upgraded a bit. The Aerovonics AV-30 looks like exactly what I've been waiting for. It will fit existing original spots in my panel, replacing old steam gauges with something that has all the information I could wish for without tearing my existing panel up. I'll be waiting for them to get all the certifications needed and if they have troubles will watch for someone else to succeed at what clearly is possible and what I want.
  4. Once I read about this superclock from aerovonics I decided I wanted an upgrade to my old clock. This was just a week after I started doing timed VOR approaches in my instrument training. Looking around I found there are many choices that would be a decided improvement, some of which have FAA-PMA approval and some which don't. I was able to download the response letter from the FAA for one gt50approvalClock.pdf of them. It made me more unsure in my choice. The tone of the FAA response seemed to hint that as a minor alteration which only required sign-off in the logbook the FAA-PMA approval might be overkill for a digital clock. I'm sure I'm going to get a clock upgrade. I like what I see most with the AV-20 but some of the FAA-PMA approved digital clocks look good too. I'm unsure whether FAA-PMA approval matters for clocks. Maybe some clock manufacturers bug the FAA to get it so we'll fell more comfortable. Who'd have thought that clock talk could be as interesting as LOP-ROP wars.
  5. I just downloaded the simulator for the AV-20 and I'm sold. Given the price it will be my next clock. I was thinking about the rationale that it isn't a "permanent clock" since it could do other things. I'm in IFR training and just started using my old fashioned clock in a more serious way, timing procedure turns, holding patterns, simple VOR approaches (yes I have a simple VOR) and the like. All of it would have been easier with the AV-20, which can do countdowns, countups, and then back to regular time (or GMT, UT, ZULU if you like). Even if you do something else with it you get the time immediately with the push of a button. There is no suffering in it's function as a clock. I acknowledge that there might be some twit at the FAA who might choose to interpret the regs in a way that would bar me from having the best possible clock in that spot but given the low cost I plan on going for it and saving my antique clock just in case. Maybe I can mount it in a hunk of rosewood and put it on my desk or make it look like a mini-grandfatherclock. Opps wrong thread. A three looks a little like a two if you read them quick enough.
  6. We have a skydiving operation at our airport in Maine, Pittsfield 2B7. They've been good citizens for the most part, communicating on both the local CTAF frequency and through approach control for the nearby Class C . Their drop zone is about a quarter of a mile to the west at the end of a decommissioned runway. Rarely some of their clients have landed on the active runway instead and when I brought it up with their owner he declared there was no problem since they were technically a glider and would have right of way over all other traffic. While I could understand the rationale he was spinning I think it was crap. A skydiver doesn't need to land on a runway. If they occasionally divert to the main runway in the last few hundred feet they could catch normal traffic on short final by surprise and I think that's how you set up an accident situation. Mostly I think they do fine, are a good neighbor, and I'd even like to fly their plane to build up some time. But I do have that one concern.
  7. My #1 cyclinder is cooler too. The CHT's look a lot like the ones above.
  8. I took a dowel and started with an empty tank at the fuel pump. I just added 5 gallons at a time, stuck the dowel in and marked it with a pencil (not soluble is graphite so good for this). Kept doing it until is was full and I had a dowel marked in 5-gallon increments.
  9. I my case I once had puddles forming after dripping from the tube attached to the auxiliary fuel pump. My mechanic sent it away for a rebuild and the problem was cured for under a thousand dollars. You should be able to sort out which tube it's coming from and trace it back to the component that's going bad. You need a mechanic in the end but you can help track it down and save time. Rubber seals deteriorate with age. I had a few cases where I forgot to turn off the boost pump and that may have made the problem worse by running it 10x more than advisable. It started with a little dripping and then got worse and worse. Checklists, checklists, checklists.
  10. You have to own it and have certificate number to do the sign-off. They could check to see if you really were the owner of that plane. It's a very carefully selected set of routine things that an owner is legal to do to his own plane. The owner will be very intimate with his own plane presumably since he flies it a lot. But if he's not a private pilot yet, that wouldn't be likely to be true. The scenario where you own it but have no certificate shouldn't exist for long since if you can afford to buy it you probably can afford to make fast progress towards your private. If that's not true then you've got bigger problems than worrying about whether or not you can change your own oil.
  11. I'm working towards my IFR too. My old M20E doesn't have an autopilot and in 1963 they didn't even put in the positive control wing leveler so I'm missing that advantage. I'm on a tight budget so I ponder this question quite a bit. Many say it's very foolish to attempt IFR without an autopilot. I think it's possible but you need to be very careful not to put yourself into a situation where the workload overwhelms you. You don't get to take a coffee break but you can tell ATC to wait. I'm pretty sure if you do that much they'll want to have a talk with you. I'm pretty lucky that my son, who I helped get his private, is now enrolled in a B.S. in Aviation program so in a year or so I'll have the perfect secretary. Also he may be able to help me with the cost of strategic upgrades. If we get an autopilot, he'll probably be the one to pick it out.
  12. My boost pump started leaking and I had to have it replaced. I've had an ongoing eletrical problem where it doesn't charge unless you turn the master off and on once it's started. Cleaning up a bit of corrosion where the ground attaches seemed to cure that, but it seemed to return.
  13. I'm not thinking about springing for a total glass panel, though if John Travolta wants to buy me one as a charity tax writeoff I guess I could go along with that. The Garmin G5 has really got my attention however. I'm very likely to get at least one of those in the next couple of years.
  14. I agree with what he said. If you could easily afford a J you probably wouldn't be asking about the earlier models. I'm happy with my E but only once did I need to put anyone in the back seat and I have short legs so no problem. If I were regularly flying two in the back I would start looking for an older F and I'd be happy with the older gauges. How much money have you got? No matter the answer we can help you spend it. I got my 4 years ago for 35 k$ and I'm having a blast. Spent about 3.5 k$/year on annuals, fixing squawks, and upgrading to a better engine monitor. The older M20 models aren't bad x-country machines. They're just not as good as a more recent J. They all beat a Cherokee so you're sure to be happy.