Ragsf15e

Correct me if I’m wrong, but there’s only really 2 possible “rates”… Avemco does their own thing and you have to call them, or any insurance broker gets you a quote from the remaining 2(?) aviation insurers? So i use Airspeed because Parker has excellent service, but the “rate” he gets me should be exactly the same as AOPA, Hardy, or Joe’s Dirt Cheap Insurance (i made that one up). So you got Avemco or the brokers, 2 rates, no?

My ack seems fine. New battery is expensive every 4 years but that’s probably similar to others.

In the absence of someone with actual knowledge of this, I found this on kitplanes. It shows the rpm pickup plugging into the side of the mag. Jpi also has magnetic pickups for edms. I’m guessing I have that type. It seems to only be required on one mag and will pickup rpm whether or not the mag is actually firing because it’s sensing the rotation. I think this is what my mechanic switched to the other side. It fits in the mag vent hole/cover. Tachometer Traditionally, tachometers have been mechanical devices driven off a dedicated output at the back of the accessory case, but now electronic tachometers are more common, either as standalone units or as part of an engine management system. If the mechanical tachometer drive is not used, a small cap available from aviation supply sources should be installed and safety wired in place. The sensors commonly used for electronic tachometers or EMS units screw into the side of one of the magnetos and connect with standard aviation wire. Electronic ignition systems often have an output for engine rpm built in. A magnetic tachometer pickup screws into the vent hole in a Slick magneto. When using electronic ignitions, the manufacturer typically provides a lead that can be used for rpm sensing.

We need a mechanic to chime in, but I don’t have any special converter and I do have rpm running on either mag.

I’m sure it’s good, but if you wanted to know your actual tas, do a 3 way gps run and input the groundspeeds into an online calc. Or at least do a 4 way groundspeed test and average them (which is close but slight Off depending on wind). You can use the real tas to work backwards to your ias and see what the actual error is in your asi. If you don’t care about accuracy, only about trends, the tas page on the 430 is good.

I believe you, I was just joking. However, now that you mentioned it… did you use the TAS calc page on the gns430? Because if you do that, your answer includes installation error (ias to cas) and any errors in your 55 year old asi/pitot lines.

To me it might also depend on how fast it was moving and building. If it’s moving/building fast, ADSB becomes even worse as a tactical guide (it’s already not a tactical guide). Mark 1 eyeball is still good but tougher with fast buildup knowing how long to get past. Doesn’t sound like you did anything wrong. If there was obviously buildup to high tops, anvils, lightning, then I wouldn’t get so close as you did. Also if I was imc (embedded) I’d definitely be more cautious.

…And an airspeed indicator adjustment…

I don’t doubt you as I’m not a good mechanic, but I have a SF on the left and an edm930. I was there during the installation of the SF and remember my mechanic saying he was switching the pickup to the right. Maybebi misheard him? Are there really 2 rpm pickups feeding the rpm gage?

Not sure your exact setup, but we just switched my rpm pickup to the remaining mag… is that not possible?

I don’t have pictures, but it definitely looked less shiny and more dull/brown in places. Good channel chrome does look different, it looks like a shattered window. Spidery cracks down the sidewalls.

And obviously you’ve tried lpv approaches elsewhere and not had intermittent issues? Is it just this approach (local issue) or all lpvs (gtn issue)? One thought with zero research and evidence (it’s the internet, get what you pay for), possibly it’s losing waas there? I’d think it would annuciate that? Is it is it reverted to LNAV which doesn’t need waas?

Took me a while to find a good resource documenting only 100ll, not “avgas”, but I finally found an AOPA page showing that it weighs 5.56lbs/gallon at 40c (104f) to 6.3lbs/gal at -40c (-40f). Ill stick with 6lbs/gal for my math, but it appears 5.8 might be ok too.

I think the point people are talking about though is the base to final stall/spin scenarios. And then bringing in uncoordinated flight. I totally agree that you won’t stall these airplanes without pulling on the yoke, and it’s pretty hard to stall them with the nose down. I don’t even mind if people bank a bit aggressively to let the nose down while turning as long as they don’t “load it up”. But if they want to turn, they have to pull at least a little. But if we’re discussing base to final turn, not pulling on the yoke (to some extent) means not turning. I think people are gonna be pulling at least somewhat. In almost all cases, I think they’ll feel a buffet and probably hear the stall warning and be slow before stalling. That video made me think that you might not get all that warning if you do happen to pull in a skid. Even with the nose down.

Oh that’s definitely possible. Maybe even likely. That’s why planning, thinking, and coordinating with your shop are key. I really think you’ll be much happier waiting to get something new. Look and see if anyone is selling a used certified G5? Not sure if that’s a thing, but if it breaks, it’s easy to replace.

Well I use 5lbs/gallon, so I have 900lbs with full fuel . I’m just messing with you, but why do you use 5.8? For the record, I have a ‘68F and 1035 UL. 650 lbs left with 64 gallons. Gotta get rid of my 3 blade and save a little more weight.

I agree the G5 and-275 are more than a used mechanical HSI, but installation is roughly the same (if not more for the used mech). You should save up and do at least the G5 HSI if you really want an HSI. Heck, I have a used mechanical HSI and magnameter in my hangar. Working when removed. I’d probably give them away for peanuts if someone really wanted to install them, but I definitely wouldn’t recommend that to someone. If you install used, you have outdated, unsupported (somewhat), “tech” from the 70s, but install cost was same as a G5.

Nah, I agree with your point, you’re missing mine. If you don’t “load it up”, it won’t stall, but there’s no good gage for “load it up” except an AOA indicator. Buffet and stall warning work really well too, but my point was that you shouldn’t expect much/any warning prior to being upside down if you stall in a skid.

There’s a NAFI video I just watched that was ok, but it did have some good videos. They were myth busting and talking about slips and skids. Now i use to teach spins in a high performance aerobatic ac and I still learned something… they stalled a C-172 in a full slip several times. Lots of buffet, stall warning, etc. plenty of warning. Then stall… wait, no spin?? I thought for sure it would try to go, but no. Then they showed a skidding stall (in a citabria). It had zero warning and rolled over rapidly. They claim it had nothing to do with tge airframe, just skid vs slip. I’m gonna go try a slip stall in my Mooney and report back. https://www.nafinet.org/mentorlive theres a link to it on this page, then you’ll have to give name/email, but the hour long video is free.

I didn’t mess with that since my oil consumption had changed with no appreciable mx done. What I did do was replace the remaining chrome cylinder as it was flaking anyway. That fixed the oil consumption back to normal (at least for chrome) of about 1qt/7. The oil still blackens within ~10 hours, but theres less on the belly and less overall consumption. BL- i think that cylinder had a lot of blowby.

I’d just be careful, as an outside observer to this discussion, it appears that you’ve already made up your mind not to go around after touching down or maybe flaring is the cutoff? Or maybe round out? Or short final? I guess my point is, don’t let yourself think that you’re infallible to the point of locking out a good option of going around after touchdown. I have a good amount of time, lots of instructor time, fly professionally, etc, and I had to go around after touchdown with my whole family on board. I firmly believe it was safer than staying on the ground. Runway was ~3,500’, so not short, airspeeds were reasonable, maybe not perfect, weather was blustery but not overly. Somehow I flared and bounced. Up until that point, I had nothing telling me this landing would be any different than the last 600 Mooney landings. Did I catch a gust? Micronap? Too steep? Too fast? I don’t know, but I am sure the next bounce would have been much harder. T&G practice made the GA execution second nature, even with (or especially with) the full flaps I had.

Very slick. The airplane looks real good that way.

Yeah it’s fast, but you’re permanently NORDO and lost! Where the heck did hide the comm and gps antennas?

What are you using for adsb in/out?

No reason for 2 navs if you’ve got separate gps. However, you will have to do all your precision approaches off the older nav… is that going to be hooked up to your hsi too? Or is it already on a separate cdi? Your scan may suffer on precision approaches if it’s a separate cdi. depending on what type each is, will depend on what HSI you can get, but I wouldn’t recommend any of the older mechanical versions. Just go straight to a G5 or GI275. Not only can they do the HSI thing, but provide backup ADI and probably be fine as part of any future panel work you do.