geoffb

The Flightstream's big selling point is you can transfer your flightplans from the pad to your 430s and save the manual input. That's the big feature. It's really a question of what are you trying to accomplish? If you want ADS-B in, the -335 transpoder does not provide that. The easiest path would be a Stratus talking to the pad via bluetooth. If you just want electronic charts, georeferenced approach plates and all that, you don't need any additional hardware assuming you get decent GPS reception on your pad. I do on mine.

I don't think it has bluetooth. It has nothing to share.

Not a foreflight user, I'm on Garmin Pilot, but I ran it without any bluetooth connection until last month, just used the pad's built in GPS for position. I believe Foreflight is the same. You won't get ADS-B in, but the -335 doesn't provide that anyway. A portable in solution like a Status will bluetooth the ADS-B data to your pad. So no, you don't need a Flightstream to run Foreflight.

Thanks Paul. Finally found where they buried the data port on my JPI700, so I'll get some data downloaded.

Bringing this back up. Wanting to learn more about the TIT. Is continuous operation between 1600-1650 hard on the turbocharger? I know the limit is 1650 continuous, but the CHT limit is 460 and no one recommends running there. Just curious about keeping it healthy. At FL190 on Tuesday, 65% by the chart at 2500 RPM, about 12.2 gph, the highest CHT was 352, lowest 336. Number 3 is hottest, 6 coolest. So the engine temps are good with cowl flaps shut. If I leaned more, my TIT would exceed 1550. Peak CHT was close to 1650. My question boils down to should we pour a bit more fuel in to keep the TIT to some value below red line in exchange for longer turbo and maybe exhaust life? Or does experience show they can run along at 1650 without harm?

I did it with air hammer and Jay is right, wasn't the prettiest result.

He doesn’t live in a dollars world, he lives in a euros world and the price is net of VAT which I’ll bet isn’t trivial. Could maybe buy one in the states cheaper, but the logistics will make the price delta seem like nothing. Can’t be too many 252s in Europe. If it’s solid, respectable overhaul, everything works and it’s already in your home or a neighboring country, convenience would be worth a slight premium to me.

Guy, PM sent

The 262 isn't as smooth as it should be. The engine mounts are 240 hours and 23 years old, so thought I'd replace them. Barry and Lord both list them. Lord seems to be OEM and their catalog lists qty 1 of one pn and qty 3 of a different part number. Barry shows qty 4 of a single pn. The price delta between Lord and Barry is significant. Either product superior to the other? And are there two different mounts?

Most, if not all the research into the aerodynamics and construction were done long before 1960. None of this is new. Now, the ability to build something that can get certified and built at extremely low volumes for less than $1M a pop and have a chance of any ROI? The market is really small. not a question of the “technology” hate that word

What makes an SB? Same internals just tuned for more boost? And is 39 inches allowed continuous?

I got a Bogert with my 262. It's pretty nice. Looked at them on the website and they're not cheap, but much nicer than the factory one. Longer, doesn't slip out when you are manhandling the plane. Collapses too. But unless Miss Piggy goes on a diet soon, I'm going to need to start looking at powered options for in and out of the hangar.

The IIB is capable of NAV tracking if I recall correctly. Add a GDC31 and you have GPSS also. Add STEC alt hold and you've really got it all.

227 SNEW on all the above. Champion massives.

I'll quote myself "total investment" Hope that's more clear.

You're infinitely better equipped now that I have been for the last 17 years. Do your training, get your rating, fly in the system. Adding shiny boxes that start depreciating the second the avionics shop screws up the install does nothing for your flying or the resale of your total investment. Upgrading to a 430W would be inexpensive if you can do the work yourself (with appropriate oversight). If you're intent on spending money, put in a G5 HSI. That will provide an improvement in situational awareness and reduction in scan workload that you'll notice immediately. For me, altitude hold would be second. And don't ditch the KX-170 casually. It's a great radio, can still be serviced by lots of people. Buy a good spare for $750 to keep on the shelf. As long as you're easy on the tuning gears, it may continue to provide many more years of service. Then fly. Fly more. Avgas is the best investment in your flying.

Is 50 degrees F rich of peak TIT the default, safe mixture setting for cruise power say 65 percent? The engine is equipped with GAMIs but doesn't run smooth lean of peak TIT. Seems to run cool, but I haven't had it above 10,000 yet, waiting on my ADS-B equipment.

sent you a PM about a specific 231 that might be worth your time

Where are you located?

My point exactly. Price doesn't make sense, user profile doesn't make sense. Sorry, should have been more clear.

With the same profile photo as bmcconnaha?

Buy airplane, fly airplane for 100 hrs. Replace what doesn’t work or what doesn’t meet your actual mission needs after you’ve lived with it through at least one annual. Assuming you found an O still sporting only a -89 GPS that had a tail beacon plugged in, and a well sorted KFC-150, you have an amazingly capable traveling machine. A stratus and iPad added to that and you’ve got all the situational awareness in the world

A36? 210? As much as I love Mooneys, if you need to carry stuff they aren't the best choice.

Looking for connection diagram or pin outs for the HSI to computer. Google has failed me. Based on what I’m seeing and an old log entry, I believe the course selection from the HSI isn’t getting to the computer. I’ve found the KI-525 install manual, so I think I know that end, but hope to find the exact pin on the other end so I can ring out the wires.

Thanks. Eric, appreciate the time spent educating me on the Rockets. Just couldn’t find the right one. For such a small portion of the fleet, a lot of them seem to have lived colorful lives. I’ve known of this airplane for years, never thought I’d get the chance to be it’s caretaker. No expense was spared during its conversion. 337s read like a flying Mod Squad catalog. Not Rocket performance, but a definite step up in capability compared to the E. Now to understand how to run a TSIO.