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Everything posted by smwash02

  1. Interesting, that's different behavior than mine. Mine always shows the available updates nearly instantly. Once I connect with WiFi it's never more than 10 seconds or so before it shows the list. It's only the 'packaging updates' mine gets hung on. I have a ground plug and left for lunch once and it never finished that step. I rebooted everything and it immediately started.
  2. Mine seems to often hang on the 'packaging updates' using my Pixel 5 or iPad Mini. After much tinkering, this is my most reliable process: 1) Reboot iPad 2) Power up the GPS 3) Connect to WiFi 4) Wait for it to recognize connected device 5) Open Garmin Pilot 6) Wait for it to recognize the new databases available 7) On the iPad go to the Connext screen for the FS510 8) Wait about a minute on the Connext screen 9) Trigger the updates on the GPS At this point the iPad will show an ETA on transfer time remaining, so I touch the screen every 3
  3. We often use Airport Courtesy Cars and pick a random one and a backup in case the car isn't there any more or unavailable. It's led to some pretty fun discoveries and adventures. PSA -- Be sure to submit updates to the folks that run these sites to keep them relevant!
  4. Bummer about the landing, I use the lights along the edges of the runway to help me discern distance from the ground and it's always treated me well. I had a Whelen PAR46 flood (instead of spot) on my C and it worked to help me taxi. If your battery is weak, the light will be too at low RPM.
  5. @RussG, you've probably figured it out by now, but they're #2-56. Both the square top to the gearbox and the gearbox to the motor.
  6. Jimmy Garrison of GMax Aircraft, formerly All American, is who you'll want to talk to. PHONE: (830) 438-4081 EMAIL: JIMMY@ALLAMERICANAIRCRAFT.COM
  7. Do you not have a working KAP297B today? I was poking through the Beechtalk thread posted above and it's said there that the 275 can emulate the 130 and drive the preselect module. The GAD43e actually calls this KEA130 emulation out explicitly. I am getting two 275s installed in about 3 weeks and my installer has called multiple times about this exactly situation and been told varying versions of 'no'. The pins on the GAD43e are labeled as out and ground vs the 275's hi (out) and lo (in). So it is possible this will work after all and Garmin just isn't up to speed on the product, still.
  8. No it cannot. In the KFC150 system, the KAS297B is what handles the altitude capture/preselect and the inputs it needs are baro correction and gray code in the pre-RS232 format. These are provided by the KEA130A encoding altimeter. The 275 can provide both of these, but not in a format the KAS297B can understand -- the gray code is in RS232 and the baro correction is in a 2 wire hi/lo setup vs the KEA130's 3 wire excitation/reference/sense method. The gray code is easy to work around with a blind encoder if you want a standard altimeter; however, the baro correction is only offered b
  9. Given what you mention about your fuel flow, I am not sure if I would trust it just yet. SID97-3G addresses adjusting the fuel flow based on pressures. This article talks about how to do it without the PortaTest referenced in SID97-3G. Did you get your fuel pump overhauled with the engine? Mine came back exactly where it was supposed to be.
  10. Unfortunately the Encore's TSIO360SB2 takes the cake at 87k new / 72k rebuilt.
  11. It will be challenging to find a FIKI Encore. I have a non-FIKI 252 converted to an Encore and the useful is 1024 lbs, but I'm removing the vacuum here shortly so that should go up a little bit. I wonder if @CAV Ice@CAV Ice Protection would disclose how many M20K kits they sold. It would give you some data on what's potentially out there. A note from the owner who installed the TKS said that the FIKI and non-FIKI leading edge panels are different. The FIKI ones have a gap where the landing light is, likely because it was approved for the later models first. A Bravo would likely be a
  12. There are two FCC items required: 1) The "Restricted Radio Telephone Operator Permit", which is lifetime and tied to you the operator. 2) The "Radio Station Authorization", which expires after 10 years and is tied to the N number. I came up with $17/year based on the $170 figure listed above.
  13. My experience, though less lengthy, mirrors @kortopates; however, I continue to buy it because at $17/year for the operator permit it is less than 5 minutes of the cost of the lawyer I'd have to hire to get me out of trouble should someone decide to enforce the rule.
  14. That all sounds about right and should be all you need. The radio station license lasts 10 years and is tied to the N number, the restricted radiotelephone operator permit is lifetime for you. My 2021 sticker from DTOPS was $29.96 this year. It has been going up each year for the past 3 or so. Have fun!
  15. Getting your altimeter encoder fixed will be the simplest and most cost effective path. A blind encoder will require the encoder, static system change, possible harness change, leak down test, and certification. If you have a KAS297B (altitude pre-select) it will require barro adjustments from somewhere as well. A Garmin 327 will still need an altitude source from somewhere, so you're back to square one.
  16. Since you've got a 252 run your electric pump to get vacuum without the fan spinning. They should retract fine even if the rest of the system is hung up and given your report of them being frosty I'd bet they froze.
  17. As a data point, I tried this on my 252/Encore today and it did NOT behave this way. Hard to say if it was like this from the start or years of avionics changes have altered its behavior. Despite the redundancies elsewhere (dual alt, dual vacuum), the master, avionics master, and each respective solenoid are single points of failures in a series line. Somewhat chilling to think about.
  18. I think the BI-601 is the B6. I've attached the documents I have for it. B6 wiring.pdf Manual No. 11968-1 Mooney Nav-Coupler-Heading Lock Operation and Service Instructions.pdf
  19. Sometimes the most obvious answer is the right one. I ass/u/me/d that this had already been attempted.
  20. Have you seen Continental's parts catalog? Here is their IPC and it's very good; however it does not list the governor since that's more up to the aircraft manufacturer. When I had mine overhauled the overhauler included the gasket. I'd suggest calling whomever overhauled your governor and asking them what to use.
  21. I've not had this problem with mine, scary thought of it falling off. Losing the fluid is one problem, but also dirt getting in there. Is the plastic nipple it attaches to cracked? This could cause it to slip off even with the hose clamp on there. Is there significant tension on the hose when the door is open? Is the mating surface between the nipple and hose clean and dry? Perhaps a zip tie mount could be used to ensure it stays pointed up and relieve some of the tension from the hose hanging. Will be curious what you find.
  22. About 2 months ago I had the same thing happen. Like you it was always on the ground with the engine off or low RPM. The field wire on the 2nd alternator close to the alternator itself had chafed just enough, which was very difficult to see, and was hitting the ground wire. We spliced a new 6" or so to replace the bad section and it's been fine since.
  23. I just did mine a couple months ago. Once all four (4) nuts are removed and linkage disconnected give it a light tap with the rubber mallet and it'll pop right off!
  24. Do you know if you have the 100 or 2000 series? The 2000 series is able to determine if one or the other doesn't deploy and retract both preventing the light from coming on. Due to this feature I suspect the indication of both brakes isn't required on the panel. The 100 series, which I got so I wouldn't have to reskin the wing, doesn't have that ability.
  25. I do have the factory annunciator panel and the brakes are also factory; however, they did not include it in the annunciation panel on mine. I've attached a photo with a red circle where the current light is. The current light is tied to the latch of the switch and is merely an indication of "you pressed the button". I get the love/hate with it and I really like your preemptive ice plan, I will adopt that. When I bought the plane I didn't think I'd use them, but I've found good use in them for various reasons usually when flying IFR since I always get a slam dunk into my home base. I'm ba
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