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My 2020 flying exploits started out sloooooow. I never flew for the first 19 days. I’m sure I took it out on everyone around me..... But since then I have put 23.3 hours on the plane. Still less than a lot and I wish it was more but all but one of the flights were cross country’s. Exactly what the Mooney was made for. This morning I woke up to my alarm at 4:30 to prep the plane for my first Angel Flight West transport. I was flying the first leg and I had to be in Spokane Washington around 7:30am. I wanted to be wheels up by 6. The benefit I was bringing them back to my home airport for the start of the second leg. That meant I would be obligation free after 10:30, I had the full day off work. So a buddy and I flew up to Hood River for a late lunch at Twin Peaks. It’s a restaurant right next to the field. If you ever have the excuse to stop I recommend it. The Angel flight patient didn’t want any pictures taken. I couldn’t be more understanding of their privacy. But I did get some pictures of the sun rising. One of the best ways to start the day! Sent from my iPhone using Tapatalk

Why put a bandaid on a 20+ year old box. Swap it out for an Avidyne 440.

As everyone else has said, get on the phone with Chase at @Avionics Source and run all the numbers. Ultimately what you want, is to get into an IFD440. The best way to get there will be dependent on the numbers, and Chase is the best one to talk through that with you. Once you do business with Chase, you'll do more business with Chase. He's good people. BTW... an M20C with an Stec30 installed puts you at the top of the list. That is a valuable airplane and worth upgrading even further. GPSS, an HSI, and WAAS will give you an IFR platform a pro pilot would be happy to fly.

So one issue is resale of your 430 box. If you sell it as is you’re not getting back more than 1.5k-2k for a box with a broke com board. Working with an 8130 from garmin you’d get about 4500 maybe. Verify the 430 market because it changes every time new tech is delivered. Used 430Ws are still hanging around at 6000-6500 or so. To me the $5400 garmin upgrade makes no sense. I sold my working 430 for 4500 and bought a working 430W for 6100. Upgrade cost to WAAS was $1600 for me as a reference point. If I were in your shoes, I’d get with Chase and see what he’d do on a trade in for a repaired 430 against an IFD440. Or consider doing what I did and find a good 430W used. All sorts of small airports have abandoned non precision VOR or NDB approaches in favor of the far more practical GPS/RNAV approaches. They can get you mins near an ILS. A lot of folks don’t fly GA to ILS / RNAV mins so figure out how to very your feet wet safely, develop your personal mins and stick to them. The other thing is that the 430W is just a better box - CPU is updated and refresh rate is logs faster than the non WAAS.

FL510 in G650ER S/N 6205 over Florida on it's "cold soak" flight. Interesting thread, as it addresses rapid cabin pressure loss also. I'm one of the very lucky people who has experienced multiple in flight outflow valve failures in a G-III at altitudes from FL410-450. Not good.

To me there is no comparison between a 430 and IFD440. The IFD has way more capabilities and ease of use from the blue tooth keyboard, IFD100 app, ability to enter airways, "Boeing banana", Terrain awareness, 500' call-out etc, etc... the list is long. I found it to be fairly painless adjusting from the 430 to the IFD and now that I'm used to it I could never go back. I think that you would find it to be money very well spent to upgrade to a 440

Keep in mind this is coming from a 27 year old, 120 hour non IR pilot.... I cannot stand the 430s menu system and programing, it is the furthest thing from intuitive. It almost requires that you read the manual before even attempting to use it. I have flown with my new 440 for about 15 or so hours now and its night and day. Its far more intuitive, allows you to pre program way more into it, and nearly all critical features you can figure out without even opening the manual once. The reason I did not upgrade to something garmin was for three main reasons: 1) zero install cost 2) touch screens in turbulence are a giant pain in the ass. Having the option of using a touch screen or physical buttons is a massive plus. The BT keyboard that it comes with is also great for entering in flight plans manually if you dont just push it to the panel from foreflight. 3) I really dont like how garmins menus and programming are done on the newer models, ive used the 355 and 375 in rentals and it really wasnt fun to use. But this is strictly personal opinion. The only negative that I have found with the avidyne so far is the Jepp subscription.

Hi Don, I’ve read this before about you touting the VFR approaches available on the 650. I’m just curious why this is something anyone really needs though. I think most of us just hand fly our VFR approaches so I’m failing to see the major benefit here. Personally I think it’s cheaper to go with the 440 and skip the installation time and cost of the 650.

Use it as a whiteboard to write down clearances and other notes. Kids can doodle on it on long flights...

I have been asked how many USC cheerleaders will fit in a new Ultra. The answer is none, it doesnt burn Jet A

I use one of these as the overhead cabin lamp. Forget to switch it off and you’re out 3 AAA batteries. And the plane still starts.

So (thanks to facebook) 9 years ago I started throwing large amount of dollars in a quest to get off the ground with the first discovery flight

This panel upgrade has been a long time coming! A lot of money, and even a new engine later, my panel has finally been finished and the engine is almost done being configured! Below are a couple of pictures. The current panel, the before picture, and a couple of pictures detailing the process! I hope you all enjoy the fancy new tech The original panel, it was very nice! But I couldn't wait to get some glass in it! Here we can see the guts of the flight deck. It was really interesting to me as a pilot to see inside of the airplane, and learn how the electronics and avionics really worked. Back in the avionics shop, the avionics shown above were getting configured. -G500txi with integrated EIS (Engine instruments) -Two G5 backup units -GFC500 autopilot -GTN750 (was then replaced by the Xi version) -GTN650 (was also replaced with Xi) Voila! The panel is done, and I also got time to rewrap my yokes because my new engine took so long to arrive! (Thanks Continental for the 6 months delay!) Speaking of the engine... After an emergency, I had to replace it! Luckily I performed the emergency landing in Bern where the amazing technicians at Airmatec were able to take over the maintenance for me in cooperation with Avionitec for the avionics! And the shiny new engine arrived! Just a few more tweaks left and the airplane will be flying in no time!! I'd like to say thank you to @Rmag for answering my questions last year, I don't know if you remember but you were a great help!

And probably everybody knows this, but just in case: Every once in a while someone figures out that if you take a steel rod and rub it on the leading edge of the prop it smooths out the nick without removing any metal. But what is really happening is that you are essentially peening the metal over the defect and creating a hidden stress riser. Skip

One held by an experienced A&P Mechanic or IA. Prop dressing is not legal owner maintenance. do you really want to fly behind a prop that's out of balance? My favorite files are Grobet Swiss pattern files. I've used my share of Pillar, Narrow Pillar and Demi-Narrow Pillar files when working on steel. In the injection molding industry [medical or not], we just don't use much aluminum. Look for a #2, because a #0 will certainly be too rough and take off way more metal than needed. Be sure it is stoned and sanded smooth when finished.

My '66C only had a continuous tone as well. Parts manual says it's part '#319' for both of us -- Here is a photo of it. You may want to take a peek to see before buying a new one.

Correct. I've been at FL260 in my 252 a few times and I have to keep the cowl flaps open and am only running 65 to 70% power. It's hard to keep it cool up there even though the OAT is -25C.

After owning N231MW for 25 years it is time to sell and move up to a FIKI airplane. The plane has always been hangered. You can email me at ksmith@aessi.com or phone me at 909-227-2567. TTAF: 5155 SMOH on TSIO-360 LB Engine with 1800 TBO: 662 SMOH – engine was completely rebuilt again, but was not zero timed. Brand new cylinders were installed. 119 hours Garmin G500 MFD Garmin GTN750 GPS Garmin GTN430W GPS Garmin GDL 69 XM Weather displayed on G500, GTN750, and GTN430 Garmin GTX330 transponder with extended squitter Garmin GI 106A CDI TIS traffic displayed on G500, GTN750, and GTN430 406Mhz ELT Garmin GMA340 audio panel EI MVP50 engine monitor with %engine power and vacuum options Backup AI – last vacuum gauge Backup altimeter Backup airspeed indicator Garmin 106 glide slope gage Century 41 3 axis AP. G500 linked to provide GPSS Precise speed brakes Lasar smooth one piece belly mod Merlyn automatic wastegate GAMI injectors Fine wire sparkplugs Intercooler Brand new 115 cu ft oxygen tank for 4 place oxygen Whalen strobes LED landing light MT 3 bladed prop, Overhauled when engine had new cylinders installed. New paint in 2003 Leather Interior – new 02-10 Panel mounted digital clock/timer February 2020 Annual Both Magnetos overhauled, new prop governor, overhauled fuel pump installed at annual. Tanis Engine pre heater installed last year. Damage history: Off airport landing 1985 and off airport landing 2003. Right wing damaged. The plane was repaird by Crown Air in San Diego with a factory new wing..

@jakearey One last thought; Avionics source has a used (aren't they all now?) 430W for $5875. If you were to get it, sell your 430 for what you could get for it ($1-2K as is?) you could come out with a smaller investment in a shorter time frame. Check with @Avionics Source Chase. He might even be willing to do some sort of swap with you.

The world is flat. That picture is a deliberate distortion by the Hollywood elite to fool real people in flyover states.

Also may want to include a price or tell us it’s free. If it’s free I’ll be by this weekend to pick it up with a CFI transition trainer.

Jim, I had the FS 210 system with my previous set of 430s up until 2016 when I switched to the IFD 440s. I really liked the FS 210 and it’s a great system. I seem to recall a few times where the Bluetooth wouldn’t link and it didn’t work as it should but I still liked it. It worked well with Garmin Pilot. However, I really like the IFD 440s and how well it works with the IFR 100 on my iPad mini. I also have a yoke mount and I really like how the FMS on the IFD 100 will load directly and in real time to the boxes in the panel. No need to press upload or push anything. Also the IFD 100 is a great app. It gives you more screen size than you’d get on a 540. I’m thinking of using my old iPad mini strictly for the IFD 100. You can change frequencies, enter flight plans, see your route, pull up airport info, etc. Youcan’t go wrong with the 440. Steve

Google has the RR at 788.6 meters. Don't see me landing my Ovation there any day soon, although it would be an epic approach. IMG_1765.mov

And you’d be guessing correctly. :-)

Ok all working now. Thanks

The Long Bodies got that next level of aerodynamics... just a shade tidier... when you get a chance, see how they sealed up around the tail... The Ultras seem to have taken it to the next step... feathered seams... everywhere, not just where the composite panels are... The biggest difference with the LBs... Longer nose, bigger baggage area... and a stack of lead that wants to be replaced by a FIKI system... Best regards, -a-

A rocket is a poor man's Acclaim, but no, wont do the 242 kts the Acclaim has achieved, Paul.

That's a good question. As much as I'd love to say my Rocket is "faster than an Acclaim", I wouldn't bet on it. I haven't looked at an Acclaim close up, but from pics on Controller that thing looks a lot smoother all over to me. I think the cowling and the whole shape of the nose looks lower drag, I suspect the slightly larger "winglets" on the wingtips are lower drag, and I suspect there are some other minor aero changes that add up to 10-15 knots more speed than the Rocket can do regardless of HP. Just a guess though...

My neck was sore looking at it.

It looks like you could check that 172's fuel tanks without using the step.

I am not an Acclaim driver, but I saw them go through my mechanics shop. However, there was a cause, or actually, two. One, there was a known issue where the breather was tubed into the exhaust. It would coke up, causing back pressure in the engine. Cylinders were replaced at as little as 400 hours. That was taken care of, or so I was told. Two, pilots would operate them in fire-breathing dragon mode, meaning full throttle, full power because, well, the engine was rated to operate continuously at max power, and that’s how you got the max rated airspeed at max altitude. No one said you would get any engine life though. Frankly I would love to have an Acclaim. The two real issues in my mind, are that most of them had very little useful load, and they had integrated avionics suites that cost 100k to upgrade when the time comes.

Real usc cheerleaders? Or the ones that mommy and daddy paid for in the admissions scandal... I guess it doesn’t matter... they are all probably burning Jet A.

OK I could not help myself. Every bit of knowledge I attempt to share comes with a tongue in cheek smile. Here is a near forty year old stripper on an expensive pole.

I have 19mph worth of speed mods, I still only make book speed.

The belly on my airplane is so greasy I figure if I ever do land gear up I'll just slide off the end of the runway.

Yes it does, got those boots to put on once they wire it up. @m20doc you were right about the vent on the heating scat hose, it is supposed to go down to be vented out, I am not sure why the last guy just capped it off but there is a butterfly valve inside the box that vents the heat out so I ordered 4 feet of 1 1/4 scat hose to route down towards exhaust to get the airflow back thru it once the heat is shut off inside the cabin. Thanks for this!

Lots of open water today. Opa Locka (KOPF) to Turks and Caicos (MBPV). 27,000ft just over 2 hours with a turn in the hold on arrival to the island. bradb meridian N951TB former acclaim

A year ago I bought the Aspen E5 and it worked really well, but not unlike many of us, I wanted more....a year later I sent back my E5 and configuration module through West Air avionics and had it upgraded to the new Promax with synthetic vision ....I’ve only had one short flight with the synthetic vision but it looks really good and gives me a lot of info improving my situation awareness.

Of course I did actually read it as well as bought and watched the training to go with it. Im a massive proponent in understanding how every single system works in anything you operate. It always makes troubleshooting easier. Im mostly explaining in a (tongue in cheek way) how much harder the 430 is to use then the 440, and when things do go wrong something that is more intuitive naturally is going to be easier to troubleshoot. No offense taken, your point is correct.

@jakearey might be interested in this conversation... Jake was discussing AMUs vs. capabilities in another thread... while looking to get WAAS capability for his M20C... There are only so many AMUs available... There is only so much space available... Avidyne has more convenience Items... Garmin has a bigger presence in the market... (They also beat their earnings expectations this quarter, as announced today...) My only bigscreen... is my iPad... Best regards, -a-

With or without the Stec.... WAAS provides for the most up to date IFR approaches... vertical guidance to the ground.... (similar to ILS) Waas is also the required source of data for ADSB out... The 430W is 90s technology... it technically works, but the Avidyne or a GTN650 are quite a step more modern... So... 1) For IR training... VORs, ILS, GPS, and WAAS for the GPS... that will cover most of the bases... the 430W has one of each in the box... 2) For ADSB... your transponder and tailbeacon... work together in rebroadcasting your data... 3) Ultimately, it would be good to have your GPS wired to your transponder to broadcast all the data as a package... 4) Start the training then spend the money on the boxes... 5) Using what you have first, to see how easy/hard it is will make a difference... 6) when you see how nice a modern device is at cutting the workload... you may become more willing to spend the pile of AMUs... 7) If things don’t work out very well, scheduling, weather, kids, work... you may be happy that you didn’t spend the dough... 8) Something new is around the corner... it gets announced right after you commit to spending money on the old technology... 9) If AMUs are in short supply... Always check the shelf to see what’s available on the used market... you know who has the shelf right? Grimmy the Reaper aka Alan Fox... PP thoughts only... my IR training went on hold for a while... until I found out about degaussing the plane... the mag compass would hang up while doing 360s.... part of the IR training... Best regards, -a-

Definitely get the WAAS upgrade. It will add value to your airplane in a couple of ways, both value in dollar and value in utility. WAAS allows your to fly more approaches and to lower altitudes than you would with a non WAAS 430. Definitely get it if you can afford it. Steve

This is how I picture them doing lessons.

Used 430w’s are still in the 5800-6k range. If you add 6k to that you are in the used 750 range. For a 3k delta I’d buy a 440 no question. However, if you are approaching the 750 price range spend a little extra to have it installed. ...having said all that it still doesn’t give to remote entry but it does do airways.

At least 50 KTS Seriously, no data. Bob may have an opinion.

For those of us with Johnson Bars, we all need to tug down on the J-bar handle to be sure it is locked in place. If you do this routinely (and you should) this will insure that you are checking a gear down and locked condition. I was taught to put the gear down mid-field on downwind (or abeam the numbers) and at the FAF on ILS approach. If trimmed properly, the gear down should set-up a 3% descent (or about 500 ft per min). I was also taught to do it the same every time. John Breda

File is uploaded

The older inflaters were full of gas generating energetic. The diaphragm on the Takata inflaters was a sticker. In humid areas the glue on the sticker would fail and humidity would get in and cause the energetic to crumble (it looks like dry cat food). When the airbag fires, the deteriorated energetic would plug the exit vents and turn the inflater into a pipe bomb! If you block the vent on the new hybrid inflater and fire the initiator, it will not rupture.

It’s quite significant. Among other items, a reman engine on the Ovation is in the ballpark of $42k. The TSIO550 on the Acclaim will run you well north of $82k. If you don’t manage the Acclaim engine properly, you’ll wind up blowing through cylinders every few hundred hours. I’ve seen plenty of them come through my IA’s shop that have been through several sets of cylinders where their engines have had less than 1000 hours.

Anyone have the number for Gilbert Gottfried’s agent?