Mark89114

I would never support doing anything on purpose but if it was accidently hit by a tractor all would be OK.

Well I guess there is room if you are a small 11 y.o. boy with the appropriate flexing muscles that I suspect most of us old fat guys don't have anymore.... Yes he doesn't even sit up front with me anymore.....

Almost like they have the decimal moved on their spreadsheet somehow. That actually makes more sense than the nonsense they are trying to push.

Based on BK recent decisions why would anybody buy one of their products going forward? They obviously don't give a scheisse.

Yes it is a 2000, yellow tube identical. It felt oily on outside and inside identical to what is previously described. Don't know how hard to replace that tube....probably a PITA. I wonder how long a filter would last, aren't most of them designed for dry material. I would think an oil would clog it up. Going to make a call tuesday to Mr. Maxwell.

I just had this problem today.....mechanic didn't believe where oil was coming from....showed this discussion and he was suitably satisfied. We disassembled vacuum pump cleaned up oil and worked good as new.

Over on beechtalk (sorry everybody) the reason stated by someone there who seemed reasonably knowledgeable is that it more had to do with large pulses of energy (they had a fancy word for it, I assumed they meant lightning strikes) and the G5 wasn't tested but the L-3 ESI-500 was. I will try to find the reference. Still doesn't make sense that you can use as a primary with no redunancy. I don't know what pitot-static has to do with G5 attitude references except for it was built that way and their must be a reason garmin went with that logic.

The details are in the fine print....I was in the same boat and the FIKI was a big caveat, don't understand why. The other issue is the G5 is not certified as a backup to the Aspen or G500 which require a backup per their installation requirements. Again don't ask me why. As someone mentioned the progress on this electronic front is going pretty quickly for the aviation world anyway. I am sticking with my KI-256 and associated bits and pieces until the water is a little clearer and hopefully cheaper.

I have wondered about the tensile strength of straps....I use them but they have a load number on them and I bought the largest practical size I could, maybe about 1" wide? I honestly don't think the limit number was that high. Seems to me like a high power storm would leverage across the airplane and break them....kind of like the pictures we see. Buyer beware I guess.

I recently (2 years) bought my plane from a gentleman in Canada. You don't want to purchase the plane in Canada and transfer ownership. My understanding is when it is sold they are required to turn in paperwork (registration, airwortiness(maybe)) right away. Now you have an airplane with no proper paperwork. Then you would have to get it inspected by an FAA IA and then signed off by an FAA DER in Canada, which would only add to your costs. Those inspection costs and DER paperwork still need to be done, but now you have to figure out how to do them in Canada which will only add to your expense. We arranged for the owner to fly it to 'merica where I had a Mooney MSC do a prebuy. If I would have backed out, I was liable for transportation expenses in a general sense. There were some other tricky things which I have since forgotten. It was not a huge ordeal, but as someone mentioned if this is a $20K plane costs would be % higher versus a $200K plane. We did the escrow with some company in OK City to protect both of us. When/If you have the owner fly to America with the plane don't tell CBP it is being sold, just adds another layer of complication. You aren't lying as the airplane technically hasn't been sold, you are just inspecting it for the legal beagles among the group.

I flew out of Juneau in a cherokee 6 for a summer while I was still young (30) and was trying to pursue a flying career. So I have been to those airports Haines and Skagway. Haines is easy, nothing to worry about there. Skagway was a little more challenging, a lot of tailwind takeoff and landings. When departing RWY 02, we called it the "Rock 1 departure" as you would takeoff and turn toward the mountain, till you started getting nervous and made the left turn out southbound. Landing RWY 2 was never an issue but you had to make sure you didn't screw up the landing as go around would require you to fly up the mountain valley to gain altitude. Landing RWY 20 was also a little trickier as you had to be closer than most of our used to flying next to mountains. Would enter in a right downwind, there was a bowl off to the left and turn into that to make the base to final a little less aggressive. It was bumpy a lot. Rumor had it that the interior guys thought us Southeast AK guys were nuts and flying in dangerous conditions and us SE guys thought the interior guys were nuts. To each is own.

Well we shall see..... The technician I spoke with wasn't super up to speed so nothing really to report. Will see after I get my airplane fixed and maybe talk to somebody else.

Steve - I will be the first to admit I am not the sharpest knife in the drawer......but I see KI0256 (attitude indicator) and the HSI on there as well but I don't see the KFC225.....so I don't see how what was officially posted by BK eliminates any "heartache and confusion" if anything it adds to it. BK will allow outside service people to work on only certain parts of your system but not others and I don't know how many other parts like servos, etc are really making my AP go...Makes no sense and as was discussed I doubt if we we will be getting better pricing or better service, I expect the opposite which should be everybody's concern. I am going to derail the service and customer support topic a bit and wonder why they did this? Some Ivy League MBA who doesn't know crap about anything is my guess and the lack of decision logic isn't unique to BK, just look at corporate America. As has been discussed I don't think BK (separate from honeywell) as anything worth a crap, no new products, etc. They are stuck just selling support and trying to maintain some cash flow till they shut the whole thing down is my guess, see previous comments about MBA's. They probably have a huge bureaucracy who doesn't know what they are selling, doesn't know their costs and doesn't know the industry which is the reason they make D*** moves like this. Sinking ship. Best bet would be for some organization to pick up the BK assets, slim down and run a tight ship and make money. Maybe sell licensing rights to repair shops so these guys can continue to support the product and eliminate all of the overhead. Enough of my misinformed possibly wrong soap box.

I am going over to Autopilot Central in Tulsa tomorrow....will see if I can get any more feedback on what they believe or think this D*** move means to us BK AP owners. I will be more politically correct in person.

+1. In arkansas

My guess is the CEO's were given an unrealistic goals. They analyzed what products they had, analyzed the markets, added up their resources and said boy this sure is going to be a S*** sandwich. I love my Mooney, love what I paid for a used product but there is no way I could justify spending the extra $500K for a new one. I know this group is anti-Cirrus with their plastic airplanes, parachutes, etc. but Cirrus has way out marketed and sold their product better than anybody else. Only so many $500K+++ airplanes will be sold. The aviation market just isn't what it used to be and never will be. My 2 cents worth.

Has anybody experienced this? Either my record keeping is getting sloppy or something else is going sideways. I have never experienced huge differences between Hobbs and tach. But recent flights aren't adding up. 7.7 on Hobbs and flight timer is showing 5:35, which is right. There is no way I ground run to run the number up that much. Not sure how Hobbs is wired in, except I am guessing original 2000 ovation install in luggage compartment.

Is that a Jacobs or Lycoming radial question is the only one I have.....

What is the difference between a software salesman and a used car saleman? The car salesman knows he is talking S****.

The airport is a zoo, or was......airplanes using both runways, flight training, jet traffic and parachuters.....and the main runway is narrow, at least when I flew in there in a hawker years ago, not to mention it has a funny slope and you can't see the morons on the cross runway. Hated it. Go somewhere else.....again that was 8 years ago.

Well everything is an option.....being a semi CB is the issue....I just hate spending more money for options that might not be as good or are overkill. Or might not be valid down the road which sounds like the G5 might be, if I decide to go aspen or G500 or dare I mention KI-300(ha ha ha)...

Well when all else fails read the manuals......apparently the G5 can't be installed in known FIKI aircraft as well, doesn't make mention if that is use as a primary or backup, just can't be installed. If I read everything right..... Ok, I am picking up what you are putting down, but the certification rules are absurd..

Why do I "need" a certified backup to the G500 or the aspen for that matter? I am on the plank way to making upgrade decisions, but replacement of a failing vacuum standby indicator is moving up those decisions. I have the KI-256/KFC225 and that issue has been been beat to death (why no KI-300, anyway)..... I have an ovation with all of the redundancies, two alternators, batteries, EMER bus, etc.. My thinking is replace the failing standby with a G5 and kick the can down road on expensive upgrades till later. But is there an installation requirement? I am by no means saying don't need a backup, but how that is done is my confusion/concern.

There is a 61 knot single engine stall restriction per FAR's design specs somewhere. Is that what the limiting factor is? If it isn't, all of this flap redesign talk is for nothing.

How about somebody stop by the Bendix King booth and ask when they are going to have the KI-300 ready, if ever?