Steve W

Nah, just the continuing persistent rumor. Since they just announced new stuff last week I'd expect the next set of rumors before Sun 'n Fun. and then we can all be disappointed still.

The KI 300+ KA 310 is $4688 from one website. The G5 is $2249. So, $2k is reasonable, $2500 just so I don't have to buy any more King gear and can rip out my entire vacuum system.

Would be nice if the install manual were available, as the G5 is restricted to NOT being the primary attitude instrument if the autopilot has a flight director. Would seem to make it difficult to install a G3X in any usable manner if it had the same restriction.

I got the RC Allen digital and battery backup to replace my old electric backup AI that had no battery. Per AC whatever I also moved it to the TC location with an Inclinometer. Then my JPI got the old AI spot. No idea how it flies, but it sure looks pretty. Only headache was finding a place to secure the battery as it's not small, ended up ordering a longer harness for it.

Yea, the trim interrupt/disconnect switch is a known issue on the KAP/KFC series. Here's the thread with the tear-down of mine from the KAP-150 which has basically the same failure mode: https://mooneyspace.com/topic/25173-king-autopilot-disconnect-switch/

All J's whose wiring diagrams I can read also use the switch. The only difference is early models it's a switch-breaker at 20 or 25A. Later models with wing lights use 2 breakers in the main breaker panel one for landing and one for taxi and a pair of split(not-breaker)switches so you can use left or right sides alone.

With data mining these days it would be trivial to figure out the mappings if someone gets bored and writes some code. X flies from A to B often, new ADS-B ID Y shows up doing the same thing, well, it's probably X, track things like cruise speed, climb and descent profiles and you can be pretty sure you got the same plane. Add in planespotters like you mention and it's really not going to make much difference.

I have to wonder if they're testing GLONASS jamming but not actually putting out NOTAMS for that since it's not presently(officially) used for navigation in the US.

Don't dissolve HIPS with acetone, or your ABS model will go with it. I believe the recommended chemical is Limonene.

Alternatively, the owner doesn't want the trees trimmed, the property owner can pay to have the lines put underground. Admittedly, this would require some actual laws with teeth which is unlikely in the land of NIMBY.

Newport Oregon City Leased T-Hangar(Electric, Concrete Floor): $190/mo Owned Box Hangar: About $40k to buy from a previous owner, most need a new roof and/or siding(they're all wood) and the land lease I think is $0.25/sf Tie down(no one does that here): $40/month

And it also shows how to do a Conditioning charge, but 22% may be beyond help.

I think it's interesting that the FAA Document on Illegal Charters does pretty much everything except call out Blackbird by name. https://www.faa.gov/news/illegal_charter_operations/ I figure as an aircraft owner you're probably fairly safe if you can afford the 100 hour and enough insurance to protect yourself(how much does a 2 million smooth commercial policy run these days) On the other hand if you're wanting to be a pilot, I fully expect you'll be having a not so nice chat with the local FSDO once the FAA gets their legal ducks in a row.

Turns out if you add 3 hours to every flight then your on-time arrival rate goes way up. Unless it's the Remote Terminal for American at LAX, then you'll still be late.

The stock J does(1994)

It's a K type thermocouple(as you'll quickly find out if you try and extend it with anything except thermocouple wire) I'm sure someone else sells OAT probes like that, but they're not common. Luckily I had plenty of time to route the wing wiring for my A&P. And having done it in my attic, I'm getting pretty good at it, the one helpful thing was my little semi-flexible camera so I could see where the wire was when I missed the next hole.

Nah, then he needs a G3X(with a G5 backup) and a GFC 500.

I think the 900 might be too large(width) for the Strikefinder/Insight area. If so, then maybe a CGR-30p 30c pair. (Also, remember if you do get the JPI you can have the factory rotate the screen so it has a better viewing angle, recommended orientations are in the Install manual, mine needed to be reversed for optimal use.)

I built my own, as you'll see in the search up thread. For my connection I bought the bare connector(3-PIN CESSNA AIRCRAFT EXTERNAL POWER PLUG) and soldered it. It would be far cheaper than the Plug&Jump unless you're like me and use heavy gauge wire and hook it to an Anderson power connector so I can swap it between the PDU and alligator clips(for battery attachment).

Probably need a photo or a serial number. If it's the enclosed wingtip there are at least 3 different bulbs depending on if it's 12 or 24V and if it's been converted from the bi-pin to the wedge base, if it hasn't been converted it may be worth it. Luckily the cover(which is glass, since it's a tiny assembly and those stupid bulbs get HOT) only looks to be about $130. (68-4250066-30)

The very very old AC 20-74 does talk about how color is measured. Basically where it falls on the CIE Chromacity Diagram. Not sure how much a meter would cost these days, a non-certified meter looks to be about $300... Of course if we're talking about standard parts then the manufacturer of the emitter should be able to provide the necessary data. Probably something like this: http://www.nichia.co.jp/en/product/led_color.html Which leads to an interesting question. Can I produce/have produced an LED bulb under owner produced parts? If I take the FAA specs to my local LED bulb maker and ask them to meet the following specs using these emitters, and test it after for proper color and brightness, does that make it legal?

Now the truth comes out. I'd argue he's wrong but I have no regulatory guidance to back that up. I'd always use published waypoints in preference to a distance readout if they're available.

So the actual answer is "needs more information". If you buy a plane with a fancy GNC 355 as your sole nav device, no you can't fly an VOR/DME only approach(or ILS, or LOC).

8. USES OF SUITABLE RNAV SYSTEMS NOT ALLOWED BY THIS AC. An otherwise suitable RNAV system cannot be used for the following: b. Substitution on a Final Approach Segment (FAS). Substitution for the NAVAID (for example, a VOR or NDB) providing lateral guidance for the FAS. c. Lateral Navigation on LOC-Based Courses. Lateral navigation on LOC-based courses (including LOC back-course guidance) without reference to raw LOC data.