Marauder

As Anthony pointed out, you want to make sure it is not an indication problem over a governor issue. You should never see 2,900 on a plane with a 2,700 redline. On page 7 of the document below there are details on what to do with a prop over speed situation: http://flighttraining.aopa.org/students/presolo/topics/SA06_Propeller_Safety.pdf Sent from my iPad using Tapatalk

On my IO-360, the cold start is throttle cracked, mixture full rich, boost pump on, mixture idle, boost pump off, start, enrich mixture. Never needed to use the boost pump during the starting process. Are you saying you need to use it or did you just pick up a bad habit? The plane should start as per the cold start procedure in your POH/AFM. Sent from my iPad using Tapatalk

No need to apologize, we are all in a learning mode. If medical reform doesn't go through, we all will need to understand how this works. I've been through the SI process and was told clearly (either rightly or wrongly) by my AME that if I did not renew my medical while I was under the SI, I could not simply go Light Sport. According to him, the existing SI requirement doesn't go away and without a valid medical I was considered ineligible for Light Sport. Fortunately, my SI has been removed but I know A LOT of pilots have SIs for one reason or another that they deal with year after year. Sent from my iPad using Tapatalk

With my boost pump on, I'm at 27 psi on both devices. Sent from my iPad using Tapatalk

Are you flying the same ILS through all of this? If you are, I would suggest flying another one and see if this new ILS is doing the same thing. It really sounds like you have something strange going on with either this particular ILS or your GS hardware. As for flying the approach, your K has some advantages that my F doesn't. Namely your gear speed is a lot higher than mine. And you may have speed brakes, which I don't. Since I need to be at 104 KIAS to operate the gear and I don't have speed brakes, I slow my plane down to flap speed (109 KIAS) and fly all approaches at 100 KIAS. If I know that I may be doing a circle to land or flying to a shorter runway, I will slow to 90 KIAS. The MAPA guys have recommended power settings and configurations to fly approaches. As for the need to fly a precision approach as non-precision -- you shouldn't need to. Even with my older NAV/COM, I would pick up the glide slope on most ILSs a few miles out. Not typically 4 or 5 out, but usually within 2 to 3, maybe a little more. The next time I fly one, I will try to note how far out I am from the GS intercept point. As well, I initially flew the approach I did above at a lot faster than 100 KIAS and slowed it down to deploy the flaps and I didn't have an issue picking up the glideslope before the flaps were extended. Sent from my iPad using Tapatalk

Dev -- on my F, there is also a mechanical drain at the pump that you can use your fuel sump gizmo to pull a sample. This may be unique to my F when I switched over from the Dukes pump. I never knew it existed until a buddy with a J showed me. I had always been using the pull of the ring way. Sent from my iPad using Tapatalk

That pressure is on the low side. My F shows 24 to 25 on both the EI FP-5L and the JPI 900. Sent from my iPad using Tapatalk

I believe you need to either have a clean FAA medical or no medical to be eligible for the Light Sport license. I believe cujet is correct that if you are under an SI, you can't just go Light Sport if you let your medical expire. Sent from my iPad using Tapatalk

I noticed both of you have the range set for 100 nm. Is that the optimal range to be using while enroute? Sent from my iPad using Tapatalk

What a timely post Bob! I was going to send you a PM over the weekend to ask about this trip. I have purchased a WX-500 and hopefully will be having it installed soon. My experience with StormScopes have been primarily limited to the WX-8 I had installed for years. Worked well for a general indicator of convective activity but without a heading sync and no differentiation between strike and cell mode, I wouldn't trust it to navigate anywhere near where it is showing activity. In other words, I probably gave storms a lot wider berth than I needed to. So, on to my questions. > I think I remember you saying you have a GDL-88. It doesn't appear that the ADS-B is displaying any lightning information. Is that by choice? Curious if the delayed lightning weather at all matches what the StormScope is presenting. > Is your StormScope tied to your heading. If so, does it do an auto refresh or do you need to clear it on heading change or over time? > Do you see many issues with radial spread with the new version StormScopes? I happened to still have the FlightAware notification for you on and saw your flight come up. When I saw your route and the enroute weather, I was watching it carefully. After your arrived there was some really nasty stuff just north of your home airport. Thanks for the PIREP! Sent from my iPad using Tapatalk

You acrobatic pilots never stop... Sent from my iPad using Tapatalk

40 hours give or take 5. Sent from my iPad using Tapatalk

It won't show up on your GTN or G500 MFD. What will show up is the TIS-A if it is available in your area. If you have a portable ADS-B solution you will get TIS-B traffic and the FIS-B weather on the iPad or portable GPS.

I should probably clarify that a bit... The expansion would cause my poor Mooney to urinate fuel out of the vents. Sent from my iPad using Tapatalk

Not a problem with bladders! Sent from my iPad using Tapatalk

Fight! Fight! Fight! Man, I have been waiting to say that all week! Sent from my iPad using Tapatalk

Ahh, another on search of the Holy Grail of Compliance. The person who I found has the best and most complete understanding of the current ADS-B situation is John Collins over on the Pilots of America site. I also believe he is on an advisory panel to the FAA on the topic. There are a number of posts he created that go into a fairly detailed explanation of the system and the pro/cons. Beyond that, I have been on this quest for two years and still haven't made a move despite knowing that I would love to have a complete solution to avoid things like this (on the way to Quakertown Fly-in): The problem is that there are so many different ways you can approach the compliance requirement and unfortunately they are not all encompassing of taking advantage of what you have in the plane or carry with you. In my particular case, I could add an ES transponder and comply with the "out" requirement. My Garmin portable GDL-39 will pick up full TIS-B traffic to complement the weather I am getting now. I also will get some limited benefits of the TIS-A capability on my GTN (TIS-A coverage is supposed to go away at some point). The disadvantage would be that weather won't show up on my GTN nor on my Aspen MFD. I could go with a GDL-88 and have full ADS-B "in" and "out" capability. The "in" piece would show up on my GTN but not my Aspen MFD. I could go with an Aspen ATX ADS-B solution and comply with the "out". The "in" would show up on my Aspen, but not my GTN. The permutations go on and on. I'm just waiting for the smoke to clear before committing on expensive technology. Any of us who jumped on the LORAN wagon know that story. Sent from my iPad using Tapatalk

Maybe a heated swimming pool instead... Sent from my iPad using Tapatalk

I suspect there will always be a market for portable solutions. A lot will depend on the certified solutions. If the prices go down considerably for the certified boxes, paying up to $1k AMU for a portable when a certified unit with "out" capability selling for twice that may convert some buyers. http://www.aspenavionics.com/news/aspen-reduces-pricing-on-single-band-ads-b-transceivers Sent from my iPad using Tapatalk

In normal owner language; - tugs that elevate the front wheel won't rotate it and should be fine (at least the ones I have seen used) - the damage is caused by rotating the nose wheel too far. If they can put a tow bar on the nose wheel, they have the potential to turn it too far. This goes for the tow bars that slide into the opening or those that clamp on the holes. - some owners have used a lock-out to prevent putting a tow bar on them. Anthony's point is that they may try some other way to move it. - the foam approach will probably not do anything. Not sure if anyone has tried it. If I leave my plane at an FBO, I clearly ask where I can park the plane so that it doesn't get moved all the whole time I am there. I also use a laminated card I attached to the nose wheel stating "Do Not Tow, call XXX-XXX-XXXX if you need to move this plane". -- I did that after an FBO damaged a truss. Sent from my iPad using Tapatalk

Wow Anthony! That answer looked like a dissertation for your PhD in Towolgy. Sent from my iPad using Tapatalk

Should ask if he has a gold bar. Better chance of getting one of those. Sent from my iPad using Tapatalk

I need a bigger hot tub... Sent from my iPad using Tapatalk

I downloaded mine a few days ago and didn't have an issue doing so. I am however having an issue downloading my Aspen MFD charts. Wonder if there is something going on with the data packet from the FAA. Sent from my iPad using Tapatalk

At our next Northeast fly-in, let me know a bit in advance so I can rent a hot tub and fill it with STP. I would love to see the two of you settle this in a hot additive wrestling match -- sure would beat the "let's eat" followed by drooling over each other's airplane thing we do now. [emoji99] Sent from my iPad using Tapatalk