Ragsf15e

Mine seemed easier. Slight bend on the left aileron and she’s straight. The yokes and ailerons were straight in flight.

Greg at Advanced didn’t have travel boards? Did you try taking it back to him? After mine was done at Top Gun, they had me do a test flight. It rolled pretty quickly to the right. Took about 30 seconds to fix when I got down. Been straight ever since.

Probably get 0.69 more knots out of her, just like a Mooney!

Nothing mentioned so far is likely to keep you below $15k. Well maybe if you just do 2xG5s, but not with a new panel. Or maybe just doing the engine monitor. I had almost exactly the same panel and a 430w and stec30a. I went with g5s because the -275s hadn’t come out. I’d definitely recommend the -275s just because they fit in the panel. You can then remove the vacuum system. Stop there until you’re ready to spend more and do the cgr30p engine monitor. You can keep the same panel still and just pull some of the instruments that are no longer required due to the -275s. If you go with G5s, all the backup instruments must stay. If you’re going to cut and install a whole new panel, bust to go big and put in everything you want now or will want in the future to avoid going back in soon. Not really a way to do a whole new panel with new avionics for $15k unfortunately, but if you pick - GPS, Engine Monitor, or PFD/MFD and do it in chunks you can probably get a good upgrade and stick with the budget although going back in multiple times has its own costs.

If you don’t get in touch with them by next week, PM me and I’ll walk over and see if they’re home. My airplane is hangared 400 yards from Rocket. Unfortunately I’m not available to help you until at least Tuesday.

Even If it’s a onetime STC purchase of $3k (which I doubt), I’ll pay for it and keep my airplane flying happily. If G100UL costs $1 more per gallon and the STC, I think GA did ok. Maybe it could have been a little better, but I’m certain it could have been much worse.

Yes, for sure. It’s a generic Amazon one. Seems to work well. I actually use it anytime above 10k which is often in the NW. It’s pretty surprising how quickly you drop below 90. I’m thin and reasonably fit too.

Definitely portable oxygen will help. Mine gets anemic up high if it’s loaded near gross or it’s real hot out. I’ve definitely cruised at 15,500 though when light and cool. You might try in the morning, but the temps aloft have been +15 c above standard which yields a significant density altitude, so you might still have trouble climbing real high. I flew from Spokane to Billings this morning and the smoke tops were around 14,000’.

On some airplanes theres a hidden light behind the instrument panel directly above the fuel selector which is supposed to light the selector up at night. Mine is there, but it just looks like a light socket with a bunch of wires around it. That would be my guess though. Prepare to “assume the position”… on your back under the instrument panel, wedged in tight. It’s easier with the seat removed but probably not required for this one if you’re skinny and flexible. Rule #1 of “the position”, don’t break anything climbing in /out or feeling around in there!

Eastern Washington is completely socked in with smoke right now. Winds have switched and started pushing it down from Canada. After you guys flew in smoke around the west, take a close look at your airplane and see how dirty and sooty it is behind all the rivets.

It’s definitely worth giving Halo a shot. It’s definitely good quality and works. The others are all basically the same thing - either ANR or passive, but just minor differences in comfort and weight and cost. Halo is a whole different approach.

I guess it’s nice to have most of that air ingress through locations that minimize the chances of exhaust ingress. Like air through the side vents is fine, but through the gear wells and floor would be less desirable. I definitely agree though, she’s not sealed air tight! Just for comparison, pressurized airplanes aren’t sealed either. They all leak - usually around the door. In fact, there are built in vents to control the leaking. There’s enough cooled, pressurized bleed air being pumped in to attain the appropriate pressure with excess that is then leaked out to keep the pressure. I descended through smoke in a PA46T, and I can smell it.

They’re going to have to add all piston airplanes to the AML - turbo radials, warbirds, antiques, etc before it can really get out there. I can’t see an FBO adding another tank or truck to carry Jet A, 100ll and 100GU at the same time. But if are flying say a turbo and it’s not on the AML, you’ll still need fuel…

Until the AML is huge, I don’t see FBOs mixing it into 100LL and risking fueling an airplane not approved for it. Liability could be huge for that.

Honestly, best glide speed is for going somewhere which isn’t really applicable here. Min sink isn’t really that helpful unless we want to go down slowly. For an engine failure immediately after takeoff, neither of these is helpful (unless you need max range to get to a safe place, then you may need best glide). If the engine fails immediately after takeoff, push forward and attain something like normal final airspeed at least. Faster is fine, slower not so much. Fly the airplane to your chosen landing spot in front of you. Use full flaps if possible and gear down if desired. By having at least final approach airspeed you will have enough energy to level off, flare, and attain the lowest possible airspeed before touching down. Energy in the landing/crash is directly related to airspeed squared, so the actual landing/impact needs to be very slow (but not stalled). In order to do that, you’ll need enough speed on final to level off and flare. Youre not trying to go somewhere because you’re already committed to landing straight ahead or close enough to that, so best glide isn’t really gonna help. Nothing wrong with going that fast, you won’t stall, but it’s not necessary. If you get slow, say gliding down right above stall speed, you’ll have no energy left to level off and flare before impact which leaves more energy. By leveling off in ground effect (which reduces drag), you’ll achieve the lowest possible landing speed.

An additional consideration is that it is much more difficult to upgrade the avionics of the fully integrated g1000 Ovations. I think the autopilot is part of that - meaning no reasonable way to upgrade any of that or to install new avionics at all. One of the other guys will correct me, but that’s the gist and something to consider.

That makes mounting a snubber easier as they are npt fittings. You could attach a snubber directly to the transducer and then the supplied fitting. Not sure why some need to add a snubber and some don’t, but that definitely smoothed out my indications.

Low vis couples nicely with hot/high. Higher than customary TAS/GS while circling in low vis near the mountains is a tough situation.

I’m still trying to get my head around this…. Isn’t this page from the installation manual saying the oil pressure transducer had flared fittings?

Did it need another temp probe installed just for the av-20?

Couple of random civilian ones like KSJT too (ASR, no PAR), but I wouldn’t count on them having a current controller available when you need it.

Yes, there are a few, but they are generally being abandoned in the US. In Europe it’s a little different. Navy bases have more typically. They have currency requirements for the controllers that are difficult to keep up. PARs require special radar equipment on the ground that’s expensive to maintain. When I was instructing in the USAF (2011-2015), we had a requiment for students to do at least one and it was difficult to find one operating on our weekend cross country flights. There doesn’t seem to be one within range of me here in Spokane, so although it’s a good idea, I wouldn’t count on it.

Personally I’d want a second nav/com if you fly in actual imc. If your gps dies, you’ll need a way down. A comm radio is great but no help. Non ifr gps are great but not good for an approach. I’d want the nav2 connected to the g5 or it’s own obs/gs indicator. If your least expensive option for that is dual 430w, nothing wrong with that.

Definitely agree. I’ve seen someone else on here that has it set up like Doc’s. It’s way better. Mine was done before I got it, but the MP Transducer is actually inside the firewall just behind the edm930. The other two are at least in the engine compartment, but not very accessible. I would really like the brackets and snubbers cleanly arranged and accessible, but it’s probably not worth it until the engine is off for a rebuild someday. It’s really hard to take something apart that’s been working fine for years. Almost guaranteed to break it.

I fully agree about wanting a backup radio. Even just for the convenience of getting atis without leaving atc. That 2nd radio might as well be a nav/comm so it can provide backup approach capability. It’s having a backup gps that I think is overkill. There’s nothing wrong with it, but losing gps shouldn’t be a catastrophe not if you’re still in good communication with atc.