smwash02

That's a good point. Mine are on the schedule to be installed, so I unfortunately don't have the capability to test yet. Hopefully you can tell it to turn itself off? If it thinks it has no airspeed, perhaps it'll turn off thinking you're not in flight? I'll be running a few of these scenarios. The unknowns of what could happen if they blow up in the soup would not be pleasant.

I hope you can share more information as you have this looked at. The situation is a bit odd -- both instruments should have their own AHRS and pitot/static connections making them fully independent. It is possible, as you mentioned software, that with both running the same something could trigger a bug that would affect both in the same way. A test I would've liked to have seen would be pulling the breaker on one of them to see if it's the cross-communication that caused them to freak out. A situation I can see is where they both thought the other had failed and were arguing about what to do about it. Lacking a 3rd to establish quorum they gave up.

N9758M was lasted registered to a '67-68 M20C. Looks to have canceled in 2013.

“Looks like the right engine failed so I’m going to continue my landing,” the Metroliner’s pilot said, apparently not realizing the collision had happened. -- Wow! Amazing and awesome that everyone made it down safely! Just thinking about this situation from a liability perspective, I wonder if the typical 1MM policy would be enough to fully cover this. If they total the Metroliner, I suspect not. @Parker_Woodruff, any thoughts?

@aviatorebI hope for the same. Serious injury means any injury which: (1) Requires hospitalization for more than 48 hours, commencing within 7 days from the date of the injury was received; (2) results in a fracture of any bone (except simple fractures of fingers, toes, or nose); (3) causes severe hemorrhages, nerve, muscle, or tendon damage; (4) involves any internal organ; or (5) involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface.

"At what temperature?" would be the retort. I've attached a snip from the service manual that shows what the pressure reading should be by temperature for a full tank.

Great points. I 'simplified' the answer since I wouldn't expect anyone to go to those lengths. The unusable removed would be quite small unlike the oil/fuel weights.

115 cuft of O2 is 10.26lbs. I would expect the tank to be empty since it can all be drained and all can be used.

Your predicament is how I ended up trading in my C for a K, but my mission had also changed. Does the plane serve your mission well and will it continue to do so for 10 years or so? If so, it's probably worth your while to make it how you want it.

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.

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 30 seconds or so so it doesn't fall asleep. Edit 08/08/2021: For what it's worth, I upgraded to the latest firmware on my 750 and it works without issue and hackery every time now.

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!

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.

@RussG, you've probably figured it out by now, but square top with the shaft to the gearbox are #4-40 and the gearbox to the motor are #2-56. The ones from the mount to the square top are #4-40 100 degree tapered.

Jimmy Garrison of GMax Aircraft, formerly All American, is who you'll want to talk to. PHONE: (830) 438-4081 EMAIL: JIMMY@ALLAMERICANAIRCRAFT.COM

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. Once mine is installed, I'll report back.

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 by the KEA130A.

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.

Unfortunately the Encore's TSIO360SB2 takes the cake at 87k new / 72k rebuilt.

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 more realistic choice unless you have time to wait and are willing to pay a premium.

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.

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.

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!

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.

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.