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  2. Measuring a noise decrease... One would have to first measure the current noise level... Its pretty high to begin with... We have three sources of noise... prop tips... nearing the speed of sound... Exhaust noise...a muffler that doesn’t really muffle... Air frame sound... We are Not really noticeable coming in in stealth mode...aka dead stick... Might want to look into that claim... there must be more detail to it? Having the prop made from composite materials can also change the sound quite a bit, for people on the outside... Europe has a few laws about noise reduction, MT has put some effort in for that... PP thoughts only, not a sound... hmmmmm... not a noise engineer... Best regards, -a-
  3. My current J... which has the Missile Mod (a K cowling that’s been modified, and has two par36 landing lights in it), has LED landing lights. The plexiglass cover has a bunch of small holes drilled near the bottom. I thought they might be drain holes... but after reading your post @PTK I’m thinking perhaps they are for cooling? The backs of the two landing lights do have some pretty robust looking heat sinks attached. Not sure of the manufacturer. I’ll take some pictures of the plexiglass cover if anyone’s interested.
  4. Summary... The best way includes... Using a different approach... One that can use your GPS... to avoid flip flopping VOR indicator as you approach the station. Using a ‘different approach’... One that requests ATC to give vectors to final... Flying the complete approach... including the procedure turn, because that is standard for something not marked NoPT. Most important... If you don’t know, ask. Confirm with ATC your intentions... Be familiar with the protected space as indicated on the chart... don’t exceed the limits in radius or altitude... Radius can be a challenge without DME or GPS, or really strong positional awareness... As far as using this approach... standard consistent speed, stop watch, and really paying attention to minute/tiny detail, all help... It takes being precise to fly a non-precision approach. Thanks to McM... you inspired me to do some more reading/review... Best regards, -a-
  5. Anyone need one of these? It is in very good condition. $59.87. No shipping fees to you [Unless you're in Timbuktu........lol]
  6. Unless you are being vectored to final you must fly the Procedure Turn as depicted. The holding pattern at the VOR is for the missed approach. Sent from my iPhone using Tapatalk
  7. Ohdub, that would be great. I've messaged you.
  8. I might make one small change in your route and that is instead of HVE over fly OAB instead or maybe even land at KCNY. You're going right by it, you might as well overfly Canyonlands, Moab, and Arches National Parks. Back at Christmas time we flew KFLG to KCNY via the Grand Canyon corridor as well. That, plus Glen Canyon dam, Horseshoe Bend, Canyonlands, are spectacular from the air. All of it!
  9. I could be convinced to do so as well from time to time. Dmax is closest, though, and for routine stuff I have an on-field A&P (now IA) that appears to prefer owner-assisted work. But first, the PPI...
  10. Today
  11. Well, Joey Cole of Cole Aviation is located @ KDNN its about 30nm closer. I know you are looking for a PPI, but I fly my plane from Mississippi to take it to Lynn and Tamara at @AGL Aviation
  12. What is a "perfectly good transponder" though? If it's something like a GTX 327 that's modern and pretty much has all the functionality of any of the new stuff like the GTX 345 (pushbutton entry, timers etc) then yeah, keep it. If it's an old Narco that just happens to be working at this particular instant - Well, that's not "perfectly good", that's "circling the drain." In aviation, "cheap" usually isn't.
  13. What I learned about LED lights......... I had an interesting experience with my new Aero-Lites LED PAR 36 landing/taxi lights.They're mounted in the wing of my Acclaim. This past week I was traveling from Provo, Utah to Wausau, Wisconsin. I encountered icing in route and made good use of my TKS system (what a nice addition). For those not familiar with TKS, the entire wing leading edge is protected except the lenses of the landing lights. In the past, with my incandescent GE bulbs, I could turn the lights on and the heat produced would melt the ice on the lenses. The outside temperature just changed the length of time required, maybe 15-30 min if real cold (> -10C). With the LED lights on for >1hr @ -5C the 1/8" layer of ice did not even budge. Granted this is far from scientific, but a real world observation...A good thing or not, you decide. As for me, the pros of less heat out-weight the cons. By the way, I love these lights. Even after > 1hr use, they are extremely bright and far better at illuminating the run way/taxi ways than the original GE bulbs.
  14. I don’t have cooling issues and am skeptical of the speed claims but am interested to know if anyone noticed a noise decrease after installation.
  15. If you are doing this for an IR checkride, you would cross the VOR at altitude, then do an entry into the holding pattern like @N201MKTurbo says and depart outbound on a 141 heading while descending to 2,000' (note the MSA from your initial inbound heading is 2,100' - there is a reason). Then procedure turn and back towards the VOR at 2,000' and start your descent to the airport after passing the VOR. If you are flying this as an approach into Navasota in IMC, go for the RNAV if you have the equipment.
  16. Following from this, look into the wiring to the KI256. If it bumps around and opens a bad connection, that will drop the KFC right away.
  17. Boomer was called earlier today (10:30 am) and a message was left on his voicemail.
  18. Sonalerts are pretty simple devices and rarely fail -- especially intermittently. Before replacing it, I would test it by disconnecting it from the autopilot and applying power to it. It may be that the driver in the KC 295 is faulty, or there might be a bad connection. If the autopilot disconnects in turbulence, I would suspect it might be related to the KI 256. The KC 295 doesn't know whether it's turbulent or not; the computer is just responding to inputs it receives. Skip
  19. Always fly the procedure turn unless conveniently aligned to intercept the final outside of the FAF ...and... ATC clears you for a straight in approach. When in doubt ask.
  20. There is a thread around here... and a material provider... Give @GEE-BEE a call... -a-
  21. I’m getting a GNX-375 for 8500 installed so I’ll have ADS-B in/out and WAAS GPS. Since I’m replacing a KLN-94 and KT-76A it was the right move for me.
  22. Trading the GNS-430 for an IFD-440 would result in a WAAS upgrade. I am still leaning this way and then opting for the Skybeacon since I can’t justify the cost difference to install a panel mounted transponder. Since I have a perfectly good transponder, I would hate to sink another $6000 just to get ads-b.
  23. In case some of you missed this (really, who can keep up with all this stuff?), the FAA changed position on transponder use a while back. It used to be that FAA didn't want you squawking on the ground and the standard procedure was to put the transponder in standby mode after landing and until just before takeoff. Garmin added a feature to its transponders called Ground Mode that would do this automatically. Then the FAA decided that with the coming of ADS-B, it really wanted transponders in ALT mode at all times. Recent installations of Garmin transponders will have Ground Mode disabled. See attached Safety Alert. Skip SAFO15006.pdf
  24. Somewhere... it should say NoPT for procedure turn not needed... I’m not seeing that anywhere near the IAF... Expect the PT to be needed... How to enter it and which direction to turn.... Be ready with those answers because speed and time can have you out of the protected zone pretty quickly... It really helps to have the GTN and magenta line... -a-
  25. Also - if you have the ability, fly the RNAV instead. The VOR is going to be flip flopping all over the place as you fly over it, you won't have to circle, and the minimums are better.
  26. If you need to do the procedure turn heading in those directions you are going to do a teardrop or parallel entry into the holding pattern to reverse course back to the procedure turn.
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