Bob - S50

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Bob - S50 last won the day on February 1

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About Bob - S50

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    Won't Leave!

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    bobpatch5@msn.com

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  • Gender
    Male
  • Location
    S50 - Auburn, WA
  • Reg #
    N201CB
  • Model
    1978 M20J

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  1. I've only been flying GA again for a few years but it appears to me that NOBODY delivers on time so we might as well get used to it. So this is no particular knock on TruTrak/BK. There are a few solutions: 1. We (the manufacturer) are developing a gizmo that will be amazing some time in the next few years but due to inability to forecast FAA delays, we can't say when that will be. In other words, don't provide an estimated availability time frame. Just let people know you're working on it, occasionally let them know you are still working on it, provide an occasional progress update, and then let them know when it is available. 2. Use the Murphy's law for time estimation. Divide the numeric portion by two and increase the units by one. A gadget that is supposed to be available in 6 months will really be here in 3 years.
  2. I know there is at least one Mooney owner on here that is from that area. I'm down at Auburn. If you can't find anybody closer, let me know. Under the current conditions I can't offer you a ride, but we could meet someplace to let you look at the plane and talk. Bob
  3. Those quotes seem high. We had our KFC200 removed and installed a GFC500 with 4 servos and dual G5's for $31,000. I would ask other shops. I suspect you could get a 2 servo install for something around $25,000.
  4. To answer the original question, no I don't. It never rains in Seattle.
  5. I don't know about a single G5 installation, but our dual G5 ADI displays course and glidepath bugs. I actually just hand flew an ILS raw data by watching the ADI.
  6. There are MANY good ways to run an engine. I think we need to be careful about suggesting there is one best/easiest way to do that. There are so many variables, that any time we recommend a specific technique, we should be sure to list all the qualifiers. For example: above 6000', non-turbo, non-"D" engine, less than XX%, etc. For example, do the WOT proponents do that at 2000'? Run around at 28", 2400 RPM and 10 gph (for a 200 horse engine)? Controlling power with mixture while WOT will probably require a mixture that is VERY LOP. Maybe too lean for many engines to run smoothly. And probably less efficiently than one run at best BSFC with a partially closed throttle. Do you have an A3B6 engine timed at 20 BTDC or an A3B6D engine timed at 25 BTDC? If the latter, maybe you don't want to run around over square (or maybe you do; I don't). When we make suggestions here, we should not make any assumptions because we all know what happens when we assume. Take everything we read here with a grain of salt. Read the articles by John Deakin. Educate ourselves and then make wise decisions.
  7. To add to that, that is to say, you can use a G5 as an HSI for those autopilots but it will not work as an ADI.
  8. I just don't understand why people want to run 'deeply lean'. I want my engine as efficient as possible. That means I want my engine about 50 LOP more or less and use a MP and RPM combination that gives me the power I want.
  9. But a G5 will NOT run a KFC150 or a KAP150.
  10. Here's what I'd do in that situation. 1. Turn to the heading. 2. Switch my geo-referenced tablet chart from Sectional to Low Altitude Chart (if not already there), and see where Victor 123 was. 3. Take a guess as to approximately where I would intercept the airway, then pick an intersection or navaid along that airway that was definitely going to be behind me when I intercepted the airway. 4. Enter that fix/navaid in my flightplan, load the airway from there to XYZ, then activate the leg into the first fix after the one I entered. 5. Since I'm cleared direct after XYZ, remove all fixes in the flightplan between XYZ and my destination. 6. As I fly along on my heading, as I pass fixes on the airway, the active leg should change to be the leg into the next fix. 7. Intercept the airway and continue. Easier to do than it is to describe. By the way, that's where the simulator works great. Give yourself all kinds of weird scenarios and see if you can load them up in the simulator. A great way I find to do that is to try and figure out how to load an obstacle departure procedure that is not a SID. You'll get it. Practice, practice, practice.
  11. Or a Garmin GI275. It will not give you 'native GPSS', but it will give you GPSS HDG emulation. With the KFC150 it will even give you a flight director. With the KAP150 it will not give you a flight director.
  12. Better yet, according to Garmin, only an authorized installer is allowed to update a certified G5. Even though you can download the update, a non-installer pilot is not allowed to do the update. Others disagree, but that is Garmin's position over on BT.
  13. Kind of off topic, but along these lines, not only does the AI show the glideslope (GS), it shows the course and course deviation (CDI) too. I actually went out VFR and flew a raw data ILS using just the AI (but checking the HSI to make sure I was doing it correctly). 90% AI, 10% HSI. Turn to center the CDI. When it centers, turn to line up the magenta track triangle on the heading tape with the green (magenta for an RNAV) vertical hash mark on the heading tape. You are now not only on course but you are flying a wind drift corrected heading. Intercept the GS and track it just like you normally would. Make corrections as you normally would.
  14. This is correct assuming you are using enough RPM+MP to generate at least 65% power. If you were at 15" and 2200 RPM, then 8.75 gph would be ROP and you would not be making 65% power. For my J, the combination is MP+RPM > 47. I don't remember what it is for your E. When we were seating rings in our engine, I routinely ran 75% power LOP (10 gph). You can take your idea a bit further. Go out and do some testing. Think of a few power settings you like to use. For example, I like to use 22" and 2600 RPM when cruising at low altitudes. If it gets a bit bumpy I'll pull the power back to 20". Maybe you like to use 17" and 2200 RPM for site seeing. Whatever combinations you like, go out, set a combination, lean until you are LOP and note the fuel flow. Write it down. In the future, any time you set that combination of MP and RPM, you can simply lean to the appropriate fuel flow and you will be LOP. And yes, if that fuel flow is 8.75 gph, then you are below 65% power.