Marauder

One thing to keep in mind is the strength of the mounting hardware. These are usually not attached with bolts through structure. Sent from my iPhone using Tapatalk Pro

A flight ELVIS71 showed up on my TIS-B as I was passing Dover AFB. From a distance, it looked like a C-17. Looking at FlightAware, it originated from Dover AFB and landed in Memphis. Any significance to ELVIS71? Someone like Elvis and was born in 1971?

There are several uses. One would be on a missed approach. If you are flying a missed, you can hold the CWS until you have the correct climb pitch and any bank to begin the missed.

The largest challenge for these eyeball replacements is the 25 degree movement. You may need to modify the vent adapter to angle the eyeball to get the coverage you want. Looking forward to the final product.

Before trimming the ends. Sent from my iPhone using Tapatalk Pro

Make your own using a belt. Sent from my iPhone using Tapatalk Pro

Short hop down to southern Maryland near Assateague Island. Sent from my iPhone using Tapatalk Pro

I sent you a text last weekend before I ordered. No reply. [emoji20] Sent from my iPad using Tapatalk Pro

The problem was indeed the voltage regulator. Terry (MooneySpacer IA and I verified the voltages were low coming out of the regulator). Replaced with a Zeftronics since it already came with a Cannon plug. At idle, 14.1V, at idle with full load, including pitot heat, 13.9V.

I had a cylinder replaced in September for low compression due to leaks past the exhaust valve and the rings. Since the shop doing the annual was an MSC, I trusted they tried to check it several times. When I got the plane back, it was clear they ran it up several times to get it to pass, it didn't. In my case the compression was 52/80 consistently. I have the failing cylinder and will have it rebuilt and kept as a spare in case any of the other 3 decide to follow suite. As for the failure mode. The last flight before the annual, I flew back from upstate New York and noticed a sluggish climb. Cylinder head temps looked fine as did the EGT temps. It was just anemic in the climb.

Nah! THIS is a scary picture! Now where does that white wire go?

Which seal is this?

BTW - congrats! Sent from my iPad using Tapatalk Pro

I hope you do sell it one day for $145k. That will mean mine will be worth $200k! Sent from my iPad using Tapatalk Pro

I went with the Lynx 9000+ and have traffic and weather displaying on both the PFD and MFD. I would check to see if the Garmin 345 will display weather products on the MFD like the Lynx does. There is a lot more than the weather radar with a full ADS-B integration. You also get text weather products along with the METs, winds aloft and TFRs. When I was looking at the 345, they hadn’t allowed integration with the Aspens. Sent from my iPad using Tapatalk Pro

I use walnut shells on my Tempest fine wires. Sent from my iPhone using Tapatalk Pro

I love my EI gauges. Zero failures as compared to having my JPI 900 sent back for a number of issues. I once considered moving over to the MVP-50 but the size and resolution of the display was different enough that I didn't make the switch.

That was the point of my answer to Bob. If you have only one VOR, you can still make it legal for IFR. The bigger question is how many pilots actually do the VOR check. I do, but I venture to think many don't.

I have a GTN 650 and a 255B. For the majority of smaller airports, you will find mostly GPS approaches with an occasional VOR or ILS approach. The ILS often will have a slightly lower DA than an LPV approach. I find flying GPS approaches easier if you are required to fly the whole procedure turn. Even if you are flying an ILS with a procedure turn, the GPS can be used up to the last segment of the approach. You will get more utility out of the GPS but I will tell you from personal experience, having the ability to fly an ILS approach is pretty handy when you see an LOI message on a GPS approach. I had this happen flying the RNAV to RWY8 at KLNS. The LPV and ILS both have a 200' DA. I was flying the RNAV and had the ILS up in the second HSI. Got an LOI and a "good luck" message from the GPS. Fortunately switching over to the ILS was seamless.

Which seal? The one from AirTex or the Knots2U one?

I think you are asking some valid points. The FAR you are referring to is 91.171. Under section (b) 4, you can do a single VOR check using the procedure described there. https://www.law.cornell.edu/cfr/text/14/91.171 It is hard to say how long VOR/ILS approaches will be around. But for the airports I visit, the VOR approaches are slowly being replaced by GPS approaches. I think ILS approaches will be around for a while but who knows how long? I personally would have gone with a 355 over the 255 knowing I would rather have a second GPS radio over another Nav one.

I think you are supporting my comment. The most critical factor after an engine failure down low is maintaining flying speed. There is a finite time between engine failure and ground impact. You go too slow or go too fast you are impacting your glide range. Having a visual clue I think helps. The best way to show this is to grab some time in a simulator and see how much difference 5 knots could mean one way or another.

I have the Garmin 255B. 16W version. Solid unit. WIth the 355 out there, for a few more thousands, you can get one with a GPS. If you are looking for just a plain Com, the 225 will be fine. https://buy.garmin.com/en-US/US/p/689774/#overview

I think the purpose of the video is to point out that the old adage of "maintaining flying airspeed" is not drilled into pilots. And I think the reason for the marking on the airspeed indicator is to get the pilot to quickly to the correct speed. Anyone who has had an engine event close to the ground will tell you how hard it is to think clearly when you are initially dealing with the "oh crap" reaction. Having a visual aid and not remembering the number is a way to do that.

Let me share some of my findings on the infamous oil stick. First, whomever designed the bottom O ring design is hopefully not working on other devices that shouldn't leak. That O ring has been problematic and as we all know, a little un-contained oil goes a long way to cover the engine compartment. I recently replaced a cylinder and being the anal retentive guy I am, I wanted to accurately measure how much oil I was consuming during the break-in period. The challenge with the stick is that you really need to let the plane sit for a quite a while to get an accurate quantity reading. On top of that, I learned the stick is not linear! At least mine isn't. I took the time to measure and make additional witness marks for the 5 and 7 quart spots. What I discovered is that where "5" should reside on the stick is not exactly the middle point between the 4 and 6 hash marks. Found this out when I was at "5.5" quarts on the stick and added 0.5 quarts from a bottle. I was expecting the oil level to show up at the "6" mark. The new oil level (after sitting for a day) was now at 6.25 quarts. I've determined that the best the stick could do is provide a "it's close to this" indication.