Ragsf15e

If you just want ADSB out, have no use for ADSB in (or prefer a portable in solution), and have a decent transponder, then I’d recommend tail beacon. Low price, low installation effort, works good. If you ever think you’ll put in glass or a nice gps or a new transponder, then you probably should do an gtx345 or gdl82 now and avoid doing adsb twice. One other consideration could be outside the country... the 978mhz systems (tailbeacon and gdl82) are only ADSB capable in the US. Some countries don’t require adsb yet so you can still go, but when they do, 978 won’t work.

Also, I might be kinda miffed at them setting you up, but I think it’s on you. I had an issue with my nose gear door not bolted after annual... my IA heard about it but really I didn’t check it by tugging on it.

On jacks and full gear swing of electric and manual is probably best, although that happened on my Mooney checkout with an “experienced Mooney cfi” and it was fine (and we didn’t check it for a year until the next annual).

Yeah I went in knowing about that previous restriction, but it’s no longer there. I made my avionics shop check twice!

When I had the G5s put in, shop asked if I wanted to get rid of my encoder. I didn’t realize it was an option, but it’s in the current installation manual. If you have at least one G5 (or gi275) or are thinking of getting one, just use that and dump the encoder.

Here’s the advice that you don’t want... send the stec unit back to the stec factory for overhaul and reinstall it. Fly on. As Steven said, it’s only fast and cheap (relatively), but it’s the realistic choice unless you’re doing a large upgrade. And don’t expect real cheap, just compared to options. Buzz kill complete.

Thanks, that was a good read.

We have twin 5 year olds and the airplane has been awesome for covid travel. All spring, summer, fall, we’ve sought out hiking and beach trips. Some hotel stays, some day trips, but much better than kids locked up inside! Mccall, idaho for a lake beach, walked from the airport to the beach. Newport, Oregon beach is beautiful. Pt Angeles Washington for tide pools and beach (cold!), Bremerton, wa for tide pools, Electric City airport on Banks Lake, wa for an almost private campground on the lake. Usually the airplane goes to grandma’s house, the zoo, children’s museums, etc. this year it actually helped us distance while still doing something fun!

You still need a gpss device. It turns the gps nav data into heading data that your stec can “understand”. So the G5 (or gi-275) has built in gpss. You can use them as a hsi to steer off your heading bug or use gpss to use the gps nav guidance (like entering holding). Without a gpss device, I don’t know any way to directly hook up your gps to the stec.

I have been doing this flying thing for ~35 years, but I remember being afraid of stalls too. I also remember being about 5 and sitting in the back of a C-172, terrified, while my dad practiced for his PPL with his CFI. Since then, I flew a lot of high performance airplanes upside down, vertical up/down, and twice backwards (one time was on purpose). The only way to get comfortable with some of this stuff is learning and practicing. Keep doing it (safely) and you’ll eventually be comfortable with it, but remember the feeling because your non pilot passengers probably feel like you once did. Now, my Mooney buffets plenty that the stall is definitely not a surprise. Accelerated stalls can be forced right into the break though if you pull real quick through the buffet and that’s more exciting. When coordinated, mine rolls relatively slowly left in general and is easily controlled/recovered by releasing the back pressure. I have purposely stalled at close to full power in a climb with my feet on the floor (no right rudder) because I wanted to know what to expect if I really screwed up. It did quickly roll toward a 60-90 degree left bank spin entry but recovered very quickly with slightly forward elevator (and idle power and right rudder, but the elevator broke the stall). I have heard that the stall characteristics are very sensitive to the exact position of the leading edge stall strip on the wings, and those are removable/moveable. If the airplane is painted maybe they are put back close? Moved in the last 50 years? Supposedly, Bill W. And the other test pilots would test fly them and then come back with a recommended adjustment for that stall strip. Anyone know if that’s true? And how would we adjust them now if your aircraft stall was “unconventional”?

Nice, where’d you find that? That’s it for sure, but I think the new part is the PDLM that @EricJ said.

Ahh, thanks. PDLM seems to be the magic letters I couldn’t find. That comes up easily on Spruce. Now if it wasn’t $220, that would be terrific! Thanks for the help! The other one is either a Tyco or Klixon 50 amp. One is $22, one is $184. I’m just not lucky enough for it to be the $22.

It was a long time ago, but I think I read that it depends on where the gps is mounted. As long as it’s not too far away from normal field of view, no annunciator is required. In a Mooney it’s pretty hard to get that far away!

Hello, I’m replacing some very old circuit breakers that are causing voltage drop between my alternator and my main bus. Unfortunately I can’t see a modern equivalent part number for the 70 amp alternator circuit breaker in the maintenance manual. The breaker itself looks like this (MS39065-3). I’d also like to have the 50amp aux bus breaker on hand. It looks like a standard klixon, but I can’t quite see the part number?

BK Aerocruze which was the TruTrack... should be out any day!!! Or at least that’s what our 35 page thread has been saying for the last 3 years! Unknown what other equipment it will integrate with though.

Conservatively (very conservatively since the water is very cold), my F will do 140kts at 11gph. With stock fuel, I could make that leg with greater than an hour reserve... oktoberfest here I come! How much headwind did you plan for on the westbound legs?

Same here. Hoping it lasts as long as they say, which will make it a win for price as well!

I read the accident report on that a while back. Iirc, they didn’t even think he turned it on. Also didn’t attempt to exit icing conditions until too late. I also think it was an inadvertent system instead of fiki, although they are almost exactly the same. Pulled the chute way past the maximum speed and ripped it off. I think forecast ice at my cruising altitude at night might be past my comfort level in a small airplane, fiki or not. Here in Spokane, there’s often a 1000’ thick layer above 500agl that just refuses to burn off in the winter. Above that it’s beautiful. Fiki is really nice for that!

Did you get a FIKI Cirrus? Because that might be worth being seen in a plastic airplane, especially in the Northwest!

Yes, a lot of cool air comes forward from the hatrack and leaks in the luggage compartment.

True, and I like the switches, but it’s pretty easy to leave them on after shutdown with the mixture. You gotta assume the prop is always hot. At least with the key you can check it during shutdown (cycle through off) and then remove the key. However, I also like the look and function of the switches...

As stated above, pull the back carpet and seat, then seal everything with aluminum tape. It will definitely help. The other place to seal with foam or insulation is the hole to the battery/radio racks in the tail. There’s a reasonable hole there for all the wires and if it isn’t sealed it pulls air forward. The hole is in the back baggage bulkhead along the pilot side. It can be fixed with a little easy work. My F is comfortable in Washington state in winter. No jacket required front or back except for safety gear!

Or at least avoid 2 out of 3.

When I’m loaded at gross of 2740, I generally see even a little less climb than that above 10k DA. It’s definitely slower when heavy.

300 lbs below max and a ~7k runway. Good combo in an NA airplane. Headwind is very helpful too.