Bob - S50

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Bob - S50 last won the day on February 25

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About Bob - S50

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    S50 - Auburn, WA
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    1978 M20J

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  1. KFC200 Troubleshooting

    I doubt it. We never have the switch off during start. I never hear beeping during the start. Besides, when it was beeping in flight, turning the switch off made it stop.
  2. What do you think of this crazy J??

    Too low for my taste. When we were looking we weren't interested in anything that was under 950 lbs. Upper 800's might be OK if you never want to fill all the seats and do more than taxi around the airport.
  3. Looking for collective wisdom. The last few flights, shortly after start with everything turned on, our KFC200 system would start beeping at us. If we press the test button it goes away for maybe 15 seconds and then comes back on. Usually it only does that a few times and then stays quiet. Yesterday, instead of beeping at us, after we got airborne the elevator trim/CB turned off. We reset it and it turned off again a few seconds later. We flew for about 2 hours with it off using manual trim. Then on the 3rd leg of the day we decided to try turning it on again and it worked fine. However, even though the trim was working, they system started beeping at us again. While it was beeping I turned off the elevator trim and the beeping stopped. The flight director still works fine. After landing we ran the manual trim through the limits and did not find any binding but we did notice that it takes quite a bit more effort to trim nose up than nose down. However, that kind of makes sense. When trimming nose down, we are moving the tail down and gravity is helping us. When trimming nose up, we are working against gravity. I'm thinking this is a problem somewhere in the elevator trim system, and most likely the servo. What do you think? Thanks
  4. Dynon Certified thread

    Then again, it made me think. A the Sarasota Avionics site if I were to choose a C172 three servo setup, the price is $12,600. For the C182 it is $13,100. Add another servo for the yaw dampener and you get about $14,300 to $14,800. About the same price as the Dynon. So what's the advantage of the Dynon or Garmin? Dynon: Synthetic vision, moving map, velocity vector, backup (emergency) navigator, winds indicator, TAS. Garmin: Less panel modification (2 standard displays rather than a rectangle), better servos, auto trim (now, not maybe later). What did I miss for the biggies?
  5. Dynon Certified thread

    I just asked them on Facebook if their STC would allow me to keep my GTX345 and JPI730 and not use their transponder or engine monitor system. Their answer was. "Yes" However, when I talked to them in Puyallup, they said traffic and weather from the GTX345 will NOT display on their system. I can live with "only" having it on my GTN and tablet. If you want traffic/weather on the HDX display I guess you could buy just the antenna/receiver for $200 - $500. Last time I priced out parts it was about $11,000 in parts (plus $2000 for the STC?) for a 2 axis system without the transponder or engine monitor. That included the AP Controller that is not part of the STC. When available, the servo is another $750 for auto trim and another $750 servo for a yaw dampener. So all in for a 3 axis auto trim system with STC, no transponder, no engine monitor would be about $14,500 plus install.
  6. Dynon Certified thread

    I actually have some more information I got from them on Facebook: "Dynon autotrim requires the Autopilot Control Panel, which provides the interface for connecting the airplane’s electric pitch and roll trim. The AP Control panel was not included in the first STC go around. It is planned to be certified by the FAA later. Electric pitch trim is not common in Type Certified aircraft, so not having this functionality immediately doesn’t seem like a big deal." Of note is that the AP Control Panel is also required for the yaw dampener. So initially, no autotrim and no yaw dampener. However, it looks like they plan to get the AP Control Panel approved later and hopefully autotrim and dampening will come along with it.
  7. ElectroAir Update

    Thanks for all the updates.
  8. ElectroAir Update

    Well, it depends on whether or not it actually provides improved performance, how often it needs to be serviced, and how much that service costs. For example, if I only have to service it every 2000 hours and it costs $2000 to do that, and if it allows me to save .25 GPH for the same speed, that would save me 500 gallons of gas during the 2000 hours ($2500) and avoid paying for 4 $1500 inspections ($6000), it would pay for itself in a bit less than 2000 hours. It will be interesting to see if it actually improves performance or not.
  9. ElectroAir Update

    And I assume if the new 20A generator dies it will automatically switch over to ships power?
  10. Trutrack Update

    Not saying it isn't capable. Not saying it won't be done anyway. Not saying I wouldn't do it in an emergency. However, as many fellow pilots have said, "If you do that, and something happens, what are you going to tell the NTSB when you are sitting at the long green table?"
  11. Trutrack Update

    I recently took a look at the Aircraft Manual Supplement for both the TruTrak and Trio. Here is a quote from the Trio: "1. Minimum Engagement Altitude a. 500 feet AGL. b. In flight autopilot operation is prohibited below an altitude of 500 feet AGL on certificated aircraft where the autopilot has been installed via STC XXXXXXX. 2. Maximum Operating Altitude is 20,000 feet MSL. 3. This autopilot has not been evaluated to meet certification requirements for coupled instrument procedures, including coupled approaches. Therefore coupled instrument approaches and procedures are not authorized without further approval." And here it is from the TruTrak: "3.6. Altitude Limitations The Vizion autopilot system has an altitude engage / disengage height limit. This limit shall be used for all modes of flight. • The minimum autopilot operating altitude is 700 feet AGL. 3.7. Interface Limitations This autopilot may only be interfaced with GPS equipment listed on TruTrak document number 186. 3.8. Other Limitations This autopilot has not been evaluated to meet certification requirements for coupled instrument procedures, including coupled approaches. Therefore coupled instrument approaches and procedures are not authorized without further approval." So neither one of them is approved for coupled approaches. I'm not sure what is required to get "further approval", but even then, it won't get you to minimums. That's not to say that if I tested it while VMC, that I would hesitate to use it in an emergency such as a failure of my attitude indicator, but with those limitations they are essentially only usable during the enroute portion of a flight. Guess I'm back to waiting to see what Dynon and Garmin offer. Unless TruTrak or Trio get "further approval".
  12. Trutrack Update

    If it will fly an LPV, I'm starting to like this option (for half the price of the others). Since it has its own built in AHRS, if my ADI quits I could still use it to get me down through weather. It would be nice if it had auto-trim but I guess I could live with a visual clue that tells me to trim (which I believe it does). As for the track vs heading, I think I can be flexible enough to enter the desired track, wait for it to roll out, see how many degrees it is off of the assigned heading, and then adjust the track to get the desired heading. Guess I better start practicing raw data approaches again.
  13. Trutrack Update

    Here's the $100,000 question. Will the STC include instrument approaches and/or auto-trim?
  14. Best way to Portland?

    Next time I head for the Bay Area I plan to do something like this in reverse: From KSTS RBL RDD 1O6 (Dunsmuir) O46 (Weed) Grena S03 (Ashland) OED (then either..) EUG or RBG to destination. If I were you, I'd plan to stop at 7S5 (Independence) just southwest of Salem. Fuel is currently $4.39 which is among the cheapest in the area (and a lot cheaper than TTD) and they have a nice diner on the field. Buy some gas, stretch your legs, eat some food then head for your final destination below any weather. Gas is at the south end of the ramp and the diner is at the north end of the ramp. If you need to get down below the weather, 7S5 does not have an approach, but you could fly one into SLE a few miles away to get to VMC and then proceed VFR. If weather does not permit going that route, I'd probably take the coast route. Sometimes coming down the Columbia River gorge is ok, sometimes not. Sometimes it will sock in and sometimes the winds will howl through there giving a rough ride. Have the three basic routes in mind, then make your choice either the night before or the morning of based on weather and winds.
  15. looking to travel west

    Try charity flying. Angel Flight, pets, veterans, etc. Gives you a sense of purpose. Makes you feel good. Gives you a tax write-off. Do as many or as few as you like. Maybe even save $1/gallon on Phillips 66 gas.