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Showing content with the highest reputation on 03/30/2021 in all areas

  1. I second this. To compare a 310Hp airplane to a 200HP one is not fair. The 200HP is no doubt going to be less to run, less to insure and likely lest to buy. When I was shopping for airplanes and ended up buying the J I have now an SR20 was the only other airplane on my list that does about 150 kts with a 4 cylinder Lycoming. Based on my homework for the way I fly the operating costs are close. the landing gear maintenance gear comes close to the chute repack cost. The service center I use for my avionics is a Cirrus service center and the mechanic I spoke to said in his opinion a Ovation and a SR22 are close in maintenance they both have their unique needs. Same for a SR20 and a M20J. My decision ended up being almost completely emotional. Like many I don't like the side yoke or the handling of the Cirrus airplanes. I like the handling, retractable gear and legacy aluminum aircraft. Mooney obviously checked all of those boxes. Mooney and Beechcraft are my favorite. I considered the Cirrus because it was a airplane the fit my business needs. In the end I like what I have if my need changed so much the J couldn't do it I think I would buy a Baron because the only think a Mooney doesn't have is a good useful load and a Baron has a great useful load. I think it is great to have 1st world problems like having a hard time picking the model of an aircraft that you want. Lastly if a Cirrus makes you happy I think you should buy one. I think they are good aircraft and the company is the best by far.
    3 points
  2. Come on, man!! You trying to start a fight on MS? It’s kinda like riding a Moped...... they’re fun to ride, but you wouldn’t want your friends to see on/in one !!!
    3 points
  3. Think about picking up a C. The E's are only marginally faster, but come with a considerable price bump. If you ever have to replace cylinders you'll be glad you didn't buy an E. They're twice as much.
    3 points
  4. By NOT leaving the throttle fully open, airflow through it is less smooth and hopefully even turbulent. This will better atomize the fuel coming in, and certainly mix it up better for (hopefully) more uniform distribution. Between this and partial carb heat, it is often possible to cruise at LOP settings. If not, find and fix your induction leaks--mine were coming from the carb heat box, where the flapper hinges were failing.
    3 points
  5. Once you start to lean with the mixture control the auto enrichment circuit is out of the picture NO added fuel flow once you pull on the mixture control and get an EGT rise. The mixture controls the total fuel flow amount to the engine. If you don't believe it set up your cruise power with WOT and lean to 50 rich. Then pull back on the throttle a little to get a slight MP decrease. If the enrichment circuit was working you'd get a rise in EGT as the extra fuel was taken away by the throttle movement. If you fly high enough to lean for best power or economy then you can leave the throttle wide open. No extra fuel will be flowed through.
    3 points
  6. Been observing MT Gurus doing Flight tests with a local Air Tractor 802 with same prop an same Turbine. I think the STC is complete now. The MT would outperform the Hartzell to 15K feet by 3 minutes. Both Props 118 inches, but the MT is much lighter an is of newer more advanced blade designs. That being said there is no chance I would want a MT on a Cropduster or a Close air support aircraft due to the fact MT’s don’t deal with Powerlines, Houses, Cars or small ATV’s that well. Hartzell’s will chew them up an get the pilot an plane back home.
    3 points
  7. First flight! On Thursday, February 6, 2021, N1165N flew for the first time in 18 months. It had a newly overhauled engine, and a new 4 blade propeller. This was an important flight as it was both a break in flight and we had to watch the propeller to ensure the RPM’s did not overspeed due to all the adjustments made. We also watched to ensure fuel flow was high enough for the Mooney Missile to properly cool the engine on takeoff (known Missile issue). Static thrust was at 2640 on the ground as per the notes from the engine setup after physical propeller blade angle correction (which was supposed to be 2650 and okay). The max red line RPM is 2700. In retrospect, I’ve learned that the fourth blade may change the dynamics of a 50 RPM increase in motion, but I’m not sure why from a computational standpoint, or we’d see the same issue in 3 vs 2 blades which are common. Also, it is a slightly shorter propeller at 74 vs 75 inches diameter – which again, should change sound harmonics, as the tips is not moving as fast, but the RPM should be constant due to the prop governor. To say the least, there were unknowns with the propeller. In addition, during the final and flare, I’ve flown the 4 blade MT on some of the SR22T aircraft, and it acts as a giant air brake at low power prop forward. So, when flaring the Cirrus with a 4 blade tend to sit immediately when you pull power. I know the Mooney is less draggy design so I was curious how it would perform in flare. The CG was moved back just over an inch due to the 26 lbs coming off the nose, so I also was curious how that would change the heavy nose/pitch feel of the Missile – Erik has been very happy with it in his Rocket (Rakete!). I brought along one of the instructors with me at Freeway as he owns a Mooney (M20C) but also has time in mid and long body Mooney’s. I wanted him on board for the first flight or two so that if anything occurred, I’d have assistance. Also, when flying, I wanted some one really watching the temps, fuel flow, gauges, etc. I created a checklist and data sheet for him to complete so every 5 minutes we’d be writing down engine information (I can pull it later from my JPI 830, but I figured this way I could quickly see trends in temps during the flight). We had an additional issue with the initial flight – W00 is located inside the Washington, DC SFRA (Special Flight Rules Area) and also under a 1,500 foot shelf of class Bravo. While most BRAVO airspace allows VFR aircraft to fly at 200 knots below the class Bravo, in the SFRA VFR aircraft my not fly faster than 180 kias. The Missile at full power down low is faster than 180 kias. Instead of contacting the Baltimore FSDO, my plan was this: Take off, orbit the field at 1,300 feet (1,500 foot class bravo) 2-3 times to ensure everything was okay. Then fly to the 2,500 shelf toward Annapolis (ANP) and then across the Chesapeake Bay (3,500 shelf) to leave the SFRA toward Bay Bridge Airport (W29). Then turn south to Easton, MD, a towered airport, and orbit there for about 40 minutes before reversing my route and coming back to Freeway (W00). Time between airports were minimal and we were in glide distance of Baby Bridge airport or land while crossing the Chesapeake Bay. The time came for takeoff: During the takeoff roll the RPM went and passed 2700, 2710, 2730, 2780 . . . I started pulling back on the prop and got it to around 2650 when we rotated. Everything else was fine. Larry from MT/Flight Resource and Chris from Freeway MSC both specifically instructed me to watch out for prop overspeed. Fuel flew was fine. All temps were fine, all indications were fine. Afterward, I learned a 10% error was fine. Anything over that and the entire engine would have to be shipped back to Continental for a rebuild. After two trips in the pattern, we were fine. I had to pull back on manifold pressure to keep us under 180kias. I dialed back to 2500 RPM. We then started our trip. During the shallow climb I gave full MP. When level until outside the SFRA I had to pull back on MP. Once outside the SFRA, MP was WOT until it was time to renter at the end of the flight. We climbed to just under 3,000 feet. I had talked to the Easton (ESN) tower the day prior and as we approached check to make sure it was okay to orbit in their airspace and it was. Four way GPS speed runs in the Easton tower at WOT and 2500 RPM around 2,500 feet was 186 knots. In future flights I’ve been faster – we’ll get into that later. On the return to W00 I had to pull some MP in a shallow dive to stay under 180kias. Prior to entering the SFRA I was well over 180kias – actually close to VNE. We descended to about 2,000 I didn’t pull power significantly to enter the pattern until close to W00. I climbed and turned to sluff off speed to lower the gear and then get the flaps in. I then added power back. The landing was as if I hadn’t missed a day flying my Mooney. The flare was indeed shorter due to the propeller acting as a brake. The “play” I had in my pitch zone was much better than then window I used to operate in due to the lighter nose. Still a heavier overall airplane, but much closer to a J in pitch vs the former Missile setup (still not as light as a C/E). We did not go for a second flight as we wanted to de cowl, look for oil leaks, and most importantly, figure out why the propeller overspeed occurred and adjust. So the decision was made for me to come back Saturday after the prop was corrected. The decision was made to adjust the governor back to exactly where it had been set but not touch the prop blade angles. To be continued . . .
    3 points
  8. I thought I'd kick off a weather thread for those that are planning to attend SUN 'n FUN 2021 (or anyone who would like to learn a bit more about weather). It's really, really too early to make any distinct decisions one way or another, however, it's always good to assess trends. As I have done for previous events, I will likely take some time and record and post a video or two or three to my YouTube channel to cover a more in depth view of the weather for those who are planning to fly to Lakeland at the start of the event. Meanwhile, about the best you can do at this point in time is understand if the weather is going to be warmer or colder than normal or wetter or dryer than normal. Here is the 3-4 week outlooks from the Climate Prediction Center that show most of the country will be warmer and dryer than normal. "A" means above average and "B" means below average. What does this mean? Above average temperature with below average rainfall implies that we will likely be under a subtropical ridge over much of the eastern 2/3rds of the country during the period from April 10 through April 23. That does not imply that there won't be any weather. We could see some localized areas of pulse thunderstorms throughout the Southeast U.S. during this time. Also, it doesn't prohibit a major weather system from moving through the area. In fact, there is a significant upper level trough expected to move through the Deep South on Tuesday and into Wednesday as can be seen by this 500 mb forecast. This will bring some significant weather to the Southeast U.S. on Tuesday and Wednesday, with rainfall amounts in the 2-3 inch range over a 12 hour period as a frontal system with some upper level support tracks east through the period. Of course, this is very much subject to change given that this is nearly 16 days out. But I often like to post something like this so that on the 12th and 13th we can compare just to show how difficult it is to forecast this far out with any certainty.
    2 points
  9. You can pressurize the intake with a shop vac or similar and spray soapless (or otherwise) bubble mix around to find a leak.
    2 points
  10. The classic was Chevrolet marketing the Nova, named for the exploding star, in Central America. "No va" of course is Spanish for "it doesn't go" . . . . .
    2 points
  11. I also don’t think #3 running hotter is necessarily a sign unless you’re at like half throttle or something less than wide open. At wide open, they should all be getting all the air they want, regardless of where it’s coming from. Hard to see an intake leak there. At idle, different story. Can you see a difference in the egts at idle? Also, #3 generally runs s bit hotter on lots of io-360s.
    2 points
  12. Where are you located? And where do you plan on flying? 100w is fine in the summer for most parts of the world. 100w in the north will be a real issue during the winter. I personally use Phillips XC 20w50 all year round and live in the NE.
    2 points
  13. Another thing to consider is shoulder harnesses. Please install them in any aircraft you buy.
    2 points
  14. If anyone knows the pilot's contact info, please forward to me so that we can engage the Bill Gilliland foundation of the Mooney Summit, Inc. Thanks PS for those of you without shoulder belts in your vintage Mooney's, please consider them. I am alive because of them, and will not fly or instruct in a plane without them, nor will any of the Mooney Pros, Inc. instructors.
    2 points
  15. If you get an O-360, drop the coin and add Carb Temp. Mine is a standalone gage, many are an option on the engine monitor. People are often impressed with how unconcerned I am about the thought of a hot start . . . I just shrug. Cs are magical machines! Even my new CFII tonight commented in it being a sweet plane as I'm getting back into IFR currency after a couple of busy years.
    2 points
  16. In the mid 250s.... no. You start looking at what the older O doesn’t have, and the cost to upgrade... This O is nice... But, what reopened the Mooney conversation was the Ultra... Sit in an Ultra... it has the new millennium wow affect... See how impressed Your SIC is after sitting in an Ultra... Last thing I would want to do... is put a trio of analog gauges in front of my SIC... Kind of like having a ragged windlace dangling in front of her... SICs have expectations, that need to be met... Best regards, -a-
    2 points
  17. For the price of that SR22 quoted, or the Ovation just mentioned - so about 300k. Maybe we could buy 6 or 7 M20C's - how much weight can a total of 7 M20C's carry in a formation flight?
    2 points
  18. There's no practical reason for most of us to own an airplane. Most people I know drive around and take airlines when out of range of driving. Some of us may NEED an airplane and a Mooney is it, but most of us in this tier of airplanes own and fly an airplane because we love it. I say go with whichever makes your heart go thump thump. If they both do then go with whichever is most convenient.
    2 points
  19. IO-360 E model with balanced injectors Pro: 20 more horsepower, can lean an extra 1 gph in cruise running LOP Con: potentially harder to start hot, risk very bad day from from clogged injector, replacement cylinders cost extra 1K ea over O-360, substantially higher overhaul cost O-360 C model Pro: tad more "bulletproof" without injectors, more economical to replace cylinders or overhaul, trivially easy hot starts Con: 20 less horsepower, can't reliably run LOP, need for more careful attention to CHTs due to crappy baffle design, carb heat management (though pretty much a nonissue, particularly if you have a carb temp gauge)
    2 points
  20. Did you get his good side?
    2 points
  21. I just did mine. I didn’t have much luck with a heat gun so filled with a polyurethane filler, sanded, covered with a 1mm layer of closed cell foam and then wrapped with ultrasuede with a French seam stitch on the front. It was a full weekend’s work, not including the 6 hours learning how to operate a vintage Singer sewing machine. Edit: mine was also in 4 separate pieces held together with tape, but easily repaired with fiberglass and epoxy resin.
    2 points
  22. Its been years since I've had any issues with hot starts in FI. New modern starters spin much faster. Worst case I can just flood the engine and then do a flood start. I wouldn't consider that in the equation.
    2 points
  23. @Hair_Helmet, we have the same instrumentation and up-front mods, but I don't have powerflow. My usual power settings vary by altitude: < 3500--23" / 2300 3500 - ~7000--22" / 2400 > ~7500--WOT- / 2500 I don't run WOT like our fuel injected brethren, I back off just enough to make the MP needle wiggle, so that the Auto Enrichment circuit is closed off. It is needed for full-power climb but not for cruise. I also run 50°F rich of peak. Fly safe!
    2 points
  24. Yup I fly a 2011 Caravan for a FedEx feeder in the northeast and we have 100% TKS'ed birds. So far the two months I've been here, I've heard nothing but horror stories and read accident reports from booted planes. If I ever get a bigger, badder Mooney you can be damned sure TKS is going on the top of the list. Its an eye opener. FWIW, I had a class with a guy taking delivery of a new 2021 C208B EX with TKS and he told me it cost $140,000 to check that box
    2 points
  25. So if the KI-256 is still in the aircraft without a EA100 the KI256 is providing the roll and pitch reference to the KC225 for sure. As for the FD bar issue the drive can be paralleled from the KI-256 to the Aspen ACU. See print below for details. However, the parallels for FD commands can not be used if a EA100 is installed (see note 3). If the FD bars are moving correctly on the KI-256 the representation should be mirrored on the Aspen, if they are not I would have to check the voltages to the ACU and then maybe replace the ACU. Also, are you saying that moving the heading bug out from under the lubber provides no correction from the flight computer?
    2 points
  26. For me it was just something I'd wanted to do for as far back as I can remember. The earliest I remember flying was about age 6 in my grandfather's Comanche 250. But I know from my parents, that'd I'd been flying countless times prior to that. There were a lot of pilots in my extended family, going back a few generations. I had a couple of great great uncles who learned to fly in the Curtiss Jenny, bought a couple of them and flew them back home to eastern Oregon from Ohio. But until my younger brother, none were pro pilots or military pilots. I started my working life as a teacher and have always considered myself an educator of some sort. So for me the goal has always been the CFI and then done.
    2 points
  27. I managed to make some new switch covers with inverted colors. PM me if you are interested in them.
    1 point
  28. hey I love my moped!..I also have a vespa scooter
    1 point
  29. I appreciate all of the replies. I've read a couple books on engine management but real world experience and guys like you help put things in context. I'll be sure to implement the feedback with a flight tomorrow, schedule permitting. We recently smoothed out the top of the plane, no antennas. Comm to the belly with the less drag bent whip, elt inside the fiberglass dorsal mod. Lookin for a place to put a flush mount marker beacon antenna. Transponder fin will go away once the tailbeaconx is available making for a smooth belly (cept for the 1000 screws.) We've successfully picked up .74 microknots.
    1 point
  30. Best TAS and Trip time/speed are two different things. Airplanes aren't rated on trip time only TAS. CG also plays a good a part in TAS. Way nose heavy and speed suffers. Check your loading if you are way slow. With two on board and being we are "heavier" pilots that ol' Bill Wheat speed displayed is slower than he could get. He could do a loaded weight speed run with the CG aft which most of us can't; Those factory speed runs probably were "corrected" from actual instrument data to account for density altitude and bring it into hard altitudes like 7,000 feet. There is no way they could have flown at an indicated altitude of say 7000 feet and actually been at 7000 msl every time. In my own D I am about 3-4 mph off of the "book" speed as well as I can tell. Pretty close for a 57 year old airplane with one gear up repair and many antennas and probably not rigged perfect (but close) and a 3 blade prop. My comments on WOT were to demonstrate the economizer function and not anything as far as speed was concerned. Carb heat plays a good role in speed as mentioned, Many have leaky heat flappers and therefore have "thinner" air going up the throat of the carb.
    1 point
  31. A pilot can contribute to overall efficiency by flying an efficient profile and route. A few extra knots will have a hard time compensating for the pilot who flies a B-52 pattern at his destination. Careful pre-flight planning for optimal wind and ATC routing can save more fuel than all the mods. Back in the halcyon days of Southwest Airlines when they were so intent an shaving every possible minute from their flight times, we joked that SWA stood for "Seldom Wants Active" because SW would always request the runway that would get them to the gate quickest. I was told it was hard to beat the efficiency of a 737 at the gate deplaning with the engines shut down. Speed and efficiency are measured by more than just cockpit instruments.
    1 point
  32. VNE is typical M20J - 198 KIAS. FF at takeoff for the Missile is 28GPH min if you don't want cooked cylinders. FF in cruise ROP full rich at high power settings during break in was easily 20GPH + FF will be back to LOP in the 12-14 range for 170 to 180 True and 185-192 15 to 18 ROP depending on altitude. I have not had her over 4,000 feet yet and only have about 11 hours on her right now. Oil burn/useage has stabilized. I'll conduct my first oil change soon. On my next flight I'll do a LOP test to ensure the GAMI's are set up right and then send the info to GAMI for them to review. If needed we'll make an adjustment which is a 50/50 proposition evidently. We cleaned the Gamijectors and reinstalled them in place of the factory injectors. -Seth
    1 point
  33. My Dad got me in to flying in high school. He never flew anything but I think it was a dream of his. So I went the route of going to college to be an airline pilot. Got there and met a lot of other pilots that were also on an airline pilot path. After a while of being there, I began to have second thoughts. Driving a bus full of whiny people from PHL to BOS back to PHL over to DCA down to MCO (etc.) all day every day just really didn't sound appealing. So I gave that up, got my A&P and never looked back at flying as a job again. After my kids were grown and out of the house and I could afford it, I got back in to little airplanes and flying again.
    1 point
  34. We'll just think you're dyslexic. TIT as the name of a a system doesn't mean something else (middle school sense of humor notwithstanding) any more than "screw" means more than what you call or do with a metal pin having a helix pattern and slotted or star-shaped head (oops! another bad word!). There are plenty of words and phrases which have multiple connotations. Language can indeed be insulting, and using it in jokes not funny at all, but let's not get carried away.
    1 point
  35. This is what I’m blogging about... Color screens... mechanical-analog free... WAAS... now... sit in it comfortably out on a ramp... with both doors open... No analog gauges anywhere in sight... Mechanical instruments are so yesterday... SIC gets exactly what you get, in front of her... SIC in many relationships around here is OPIC... other person in command... The back-up instruments aren’t a relic of days gone by... They are a modern, easy to read, centrally mounted, one size fits all, kind of device... They are purpose built, to help keep the sunny side up, under strenuous conditions... which are highly unlikely to occur... Have a closer look... they look like they belong there... in just the right location... PP thoughts only, not a sales guy... I last sat in an Ultra at KOSH with Byron... Kind of a lasting impression... Best regards, -a-
    1 point
  36. I really wanted to make an Ovation work. If we compare same vintage planes, an Ovation and SR22, it's a fair comparison. I had my docusign for the offer on the cirrus in my inbox and I called Jimmy, actually waited for him to send these images today, for a 2005 fiki Ovation that's coming for sale shortly. 1100smoh, g1000 non waas, 55x. Asking $259, plus $28amu *if* they can find a waas upgrade. When you do the math on the engine hours, paint, and avionics the cirrus comes with, I thought it penciled out in favor of the cirrus by a touch from a mathematical equation, not considering other "soft" values I referenced earlier.
    1 point
  37. Love it! We actually drank out of garden hoses and rode in back of pick up trucks too! Don’t try that stuff nowadays !
    1 point
  38. Quite a coincidence I noticed this topic since this weekend I did some testing. 1963 D/C one piece windshield, new scimitar 2 blade prop, 100hrs on Penn Yan OH to new. The day was 2 degrees C above standard, flying at 75% power or as close as possible and 25-50 degrees rich of peak. I don't have a nice new engine monitor, so who knows how accurate the MP guage and FF are, but I know RPM and Static are dead on. Just me and full fuel, so around 2100lbs 7500' 22.5"/2300 TAS 149kts/172mph 8.8 gph 7500' 22.0"/2400 TAS 151kts/174mph 9.2 gph 5000' 23.0"/2300 TAS 146kts/168mph 9.4 gph 10,000 WOT 20.5"/2500 TAS 153kts/176mph 8.7 gph I need to have the MP overhauled, since on the ground it reads about 2" lower than it should. Engine running it seems to be within 1/2" and the performance and fuel burn numbers confirm that. A new JPI would be going in next month at annual, but the IRS is going to take those dollars instead. Errr
    1 point
  39. Should be against the wall (left side) as you open the left side avionics panel in the tail. #110
    1 point
  40. Another reason there are more Mooney's with TKS... Mooney FIKI STC was issued 4/21/1995, Bonanza FIKI STC issued 3/14/2003. During that 8 year period Mooney's had TKS kits installed at the factory as well as retrofit. Bonanza's are all retrofit.
    1 point
  41. Cirrus is like a bicycle with training wheels. It’s safe keeps you upright and some people are more than happy to ride like that. But once you experience a bike without training wheels and lean through a turn rarely do you want to go back to the bike with training wheels. Mooney retracts its training gear. Hands on is more rewarding in a mooney IMO. I also prefer a stick shift sports car over an automatic for the same more hands on involvement.
    1 point
  42. Frankly for me the parachute is the only thing that would tip the scales. My wife would be willing to get in one. I find the Cirrus almost unpleasant to hand fly. That is a big detraction. They are nice in cruise though, and it's easy to find them with great avionics and autopilots. For me they less comfortable than Mooneys, but they might be better if you are tall. That being said, if I had more money to spend on flying I'd buy one.
    1 point
  43. Yes. It is a mortal sin to even have Cirrus thoughts.
    1 point
  44. I guess it’s fugly, but not any fuglier than the AH-64. We worked with an Air Force unit in the late 80’s. they were interested in how we “did” nights. One commented on how he now understood now why we flew so much at night, we were too ugly to be allowed out in the daytime. ‘Later we found out that they were the F-117 squadron, now talk about an ugly airplane. I wish I knew then what they flew.
    1 point
  45. Completing the training and especially the instrument rating in your primary aircraft is the definition good training practice. I bought my ovation 3 two weeks before my ppl check ride. I did all of my instrument training in my ovation and 700+ hours later, I am very comfortable and proficient, which I personally equate with safety, in my aircraft. I don’t believe flying two completely different airframes, engines and avionics over two years and transitioning into yet a third as a new pilot is safer or smarter. Point being, people are successful with both methods, and if one’s decisions in aviation are purely driven by budget, it’s probably not a good hobby to choose. A hangar, annuals, oil changes, tires etc, pretty much the same for any plane. Even insurance on a 100k plane to a 400k plane isn’t more than probably 2k annually. I have not found aircraft ownership to be cheap nor punishingly expensive. Of the five airplanes I’ve owned, all mooneys, and all 2005 or newer, I haven’t had any real expensive issues to fix, just regular wear and tear things.
    1 point
  46. Tony, To clarify, Garmin didn't change anything here. There are (and have been since the GI275's inception) three different types of pointers...from the Garmin GI275 Pilot's Guide below. The "V turned sideways" is the VNAV profile indicator...as defined by your GTN750's nav profile, which indicates a VNAV profile is currently active. It should not be confused with being established on an approach glidepath or glideslope. Although you may have VNAV guidance indicating on a portion of your descent and approach profiles, you should see either a glidepath or glideslope indicator as in one of the first two indications below once GP mode is captured. In other words, once a GP or GS mode is captured, the "V" and associated "<" change to a "G" and a solid diamond...color based on the type of approach. Next time you're flying an approach, can you capture a picture of the glidepath (not VNAV profile) symbology? I'd like to see what you're referring to in case I've missed your point. I notice you did mention "HSI" above, so the symbology may be different between the ADI and HSI, but wanted to ensure the differences were called out. Steve
    1 point
  47. If you need a clearer/larger display of the vertical guidance, why not switch to the CDI page and get a full screen width vertical needle?
    1 point
  48. I work with thermocouples all the time. You can extend thermocouple wires by soldering, if they will solder. Almost everything in aviation uses K thermocouples and they solder OK. The joints are not super critical in our applications because a few degrees off isn't a big deal. The best way to splice them is to tightly twist the wires together before soldering. this will not form a thermocouple at the splice. If there isn't intimate contact between the conductors you will get a conductor, solder thermocouple and then a solder conductor thermocouple. they will be in opposite polarity and will cancel and the only error will be caused by the temperature difference between the two junctions. considering the two junctions are a few microns apart, there won't be much of a temperature difference, therefor, not much error. I have found if you twist them, then stick the twisted wires in one end of a butt splice and crimp it on the twist, you get a secure, error free splice.
    1 point
  49. 1 point
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