flumag

here for all KFC200 user some helpful links: https://www.mouser.com/ProductDetail/633-AT407C?r=633-AT407C https://www.mouser.com/ProductDetail/633-AT512CH?r=633-AT512CH https://www.mouser.com/ProductDetail/633-MB206103?r=633-MB206103 https://www.mouser.com/ProductDetail/999-P7-121122?r=999-P7-121122 and if you can handle a screwdriver you can also play with that (3 are needed): https://www.mouser.com/ProductDetail/785-1SX74-T?r=785-1SX74-T

it's good to have respect. This rime was build up over hours in VMC and was not growing. I would be nervous as well in IMC. I also had the chance to descend to have the outside temperature above the freezing point (open water between Iceland and Greenland) to clear of the ice. If you have icing conditions over Greenland and you can't climb above or you stay over water and fly the coastline on the southend of Greenland. This is a bit a detour but you stay out of potential ice. Minimum enroute altitude over the ice cape is FL150. So flying FL200 or higher is normally providing VMC on top. If you fly in the summer and like to stay above freezing temperatures you can also fly between Iceland, Greenland and to Newfoundland in 5000ft. Only between Newfoundland and Greenland (e.g. CYYR and BGBW) you need to fly FL250 if you dont have an HF radio. If you can't fly FL240 your way is over Iqaluit (Frobisher Bay) and Nuuk or Søndre Strømfjord.

You can use Kulusuk BGKK to shorten the leg. BTW in my eyes the most beautiful airport in Greenland. It's a gravel strip but very even and they have AVGAS. Here some pictures from Kulusuk airport and the Greenland coastline.

since MS is always a good source: I have a demand for a left main gear door (PN 550060-001). Thanks Hendrik

thanks, that's helpful Hendrik

I'm looking for an M20K annunciator panel (PN 500D0038-007). Does anyone has a used but working one or know a source? Thanks Hendrik

Who do you used for the powder coating? Are there any companies that can be recommended and what's a reasonable quote for clean it off and powder coat it? Thanks Hendrik

Hi Chris, yes the MAX's are different. I tried it yesterday and you could dim the MAX significantly more than the old Aspen. I was doing it with the manual bright adjustment to not cover both lights sensors for minutes. Didn't took a picture since you would not see a lot. The haziness is better especially at lower brightness on the MAX. Hendrik

For me the main driver to order the MAX was losing AHRS with a pitot blockage with the old Aspens. Also note requiring a backup AI anymore is helpful (it's getting clearer that's what the certification will end with) . Some small enhancements such as timers come also with the MAX upgrade beside the things that mentioned before in the MS thread. The flight timer is triggering on the GPS airspeed off 30 knt. Also the chart page has a timer that can be used for timing the approach. I just changed the batteries in an old Evolutions 2000 system and the cost alone for that makes the step easy to the MAX. If you see the two displays in direct comparison (did this this yesterday at SNF again) it's a no brainer. Also the dimming for night flying of the MAX is better. I still found the older Aspens to still bright dimmed down as much as possible. What I dont like is the update process. Paying significantly in advanced and the shipping process of the old devices before the new one will be shipped out will ground the plane for several weeks. That's not very customer friendly.

After moving to the colder Boston I updated my engine preheater from 200W oil sump to 50W per cylinder and 200W oil sump. A move that should help my engie to last a bit longer. Since I dont like to plugin the pre-heater the entire time. I scanned the market for some remote switches and control systems. I decide that all the systems where to pricy ($299 to over $1000) for the value that they providing. So I decided to build one myself with some preconfigured components. After a almost full winter season of prepesting I'm very satisfied and like to share it with you. The goal was to stay below $150. I started with KT-G2 USA 4G GSM AUTO Relay Switch 12V Remote Control Box Wireless Gate Opener 4CH Output HOG Trap System(WiFi LAN+SMS+APP). Its a 4 channel remote switch that works via text, WiFi or remote control. I used one channel for the preheater and one for the Batteryminder. You can use one for the hangar light or the electrical hangar door (to impress others if you taxi close ;-)). Programming was simple and I did it via USB cable from a window PC. The switch is very reliable and I get text confirmation for each action of the switch including temperature and humidity warnings. The soldering of the two cables is simple and took less that 5 minutes. just cut and connect again. See pictures below. https://www.amazon.com/gp/product/B07JRDG2MM/ref=ppx_yo_dt_b_asin_title_o06_s00?ie=UTF8&psc=1 KMC 16AWG Power Outdoor Extension Cord with Night Light 2 Pack - 10 Feet (16/3 Orange) https://www.amazon.com/gp/product/B0775NX5YH/ref=ppx_yo_dt_b_asin_title_o08_s00?ie=UTF8&psc=1 I liked the lighted cable that you have visual reverence what line is presently active. I used two separate plugs because my engine heating is on 220V (European history of the plane and flying back and forth between EU and US). You can feed both outlets with one plug. SIM card T-Mobile prepaid card. $3 charge per month (including 30 texts, afterwards $0.10 per text. So the spent is $145 : $135 KT-G2 USA 4G GSM $9.99 Power Outdoor Extension Cord The sim card has a setup fee of approx $15. With $50 spent you cover that and a full year of use. Optional components: Battery I used a Samsung INR18650 ($7.99). Don't sue no name batteries! You will find plenty of options at Amazon. This battery provides you a backup if the power supply is unplugged. The switch reports you unplug or plug of the power supply or los of the 110V via text message. Temperature and Humidity sensor I used the original sensor for $19.90. The system is prepared for that. You just need to plug in the sensor and configure it. e.g. heat below a given temperature or heat above a selected humidity 4 channel remote control You can remote control the switch if you are close to ist (some feet). I'm not using that option presently. Here the spec of the switch: Description4G Relay Switch works on the basis of 4G/3G network, so it requires a prepaid pay-as-you-go 4G SIM card from your cellular provider, No minutes are used as it doesn't actually answer the calls - it recognize caller ID and then reject your phone call to turn on the switch automatically.Its working way as same as your home wall mount manual press lights switch, the only difference is we changed manual press working way to Cell Phone wireless remote control. So the range of this relay switch is truly unlimited, You can remote control your home appliances anytime anywhere in the world!IMG_2835 2.HEICSpecification:Working Voltage: DC 12-24V@1-2AMaterial: ABSInput Port: YES(for Temperature and Humidity sensor, optional)Output: 4 channel relay, NO/NC,COMRelay Contact: 10A 250VAC, 10A 30VDCPower Consumption: Standby status:60mA@12V, Working status:100mA@12VMemory: Relay memory after AC power outageControl way: Phone Call/SMS/Timer control/Ralated working/Temperature and Humidity alarmWorking Humidity: >65%Working Temperature: -25 - +55℃Radio Frequency: 433.92MHZ (for wireless keyfob,optional)Relay device dimension:7"(L) x 4.75"(W) x 2.25"(H)Package Dimension:8.75"(L) x 6.5"(W) x 2.75"(H)4G Module Bands: FDD-LTE:B2/ B4/ B12, 3G-WCDMA:B2/B4/B5 Compatible providers: USA: AT&T, T-MobileIn the Box:1 x 4CH 4G GSM Relay Switch1 x USB to micro-USB cable1 x Internal antenna1 x External high gain antenna 118 inch1 x 12V 1ADC power adapter1 x U-disk manual and software

I'm selling my used SPOT GEN3 with a new and unused RAM mount suction stand. The SPOT is fully functional has the latest firmware. The SPOT has still tracking and message services until April 17th 2019. $85 plus shipping Hendrik

Hi Chris, it's also on the main bus. You basically have to reduce the load to stay in the range of the standby alternator (certified for 20A but can deliver over 30A) . The standby alternator has a fuse of 40A and indicate (flashing) overdraw current above 20A. You basically switch of avionic until you are below. it should not make it necessary to pull fuses. My normal current use is around 30A. (no pitot or prop heating of course). Hendrik

this was more the happiness for the upcoming steak (see image) after total flying of 1400Nm this day directly from BIRK over BGBW. I flew 2 legs fully on the own antenna. I could not really notice a difference in signal strength or reliability compared to the aircraft iridium antenna. I was having the own antenna directly behind the windscreen in the most forward corner in the middle of the dashboard. It had a small suction head to hold it on the windscreen. I was just using the external antenna more since its on cable less on the dashboard.

I use on of the last North Atlantic flights for an test of two way satellite messengers. After my Spot interferes reproducible with my Garmin GPS’s (full signal lost during the transmission phase of the Spot -see pictures) I was needing a alternative. (See posts in MS) I also heard the same problem from other pilots that used the Spot and WAAS GPS together. So I was testing an AirTextLT based on the MS recommendations for that flying and like to share with you some of my observations and experiences. Over all the installation was more than easy. Just plug it into the cigarette lighter and that's it. I was testing the small included Iridium antenna but since I had a Iridium antenna in the plane I connected this for the longer flights. Over all the adapter cable that was included in the AirTextLT was very handy. My concern to maybe have the wrong BNC in was gone immediately. The AirText works with an app on your smartphone and supports iOS and Android. I was using iPhone and iPad’s. Very nice is that multiple (up to 6) phones can be used at the same time. so no problem for pilot and co and even the transport of heavy typing teens in the second row is not an issue. With a message price of 5ct thats not moving a lot money out of the window and a teenager transport is much smoother and easier to motivate. The airtext sends a message to all in favourite stored names at reaching 50knts that from now you are in the air and for communication should be the airtext number used. The same happens at landing (below 50knt) and you can get an easy and automated landing message out. The latest version of the app now also supports WhatsApp (limited to text messages) that makes it even easier and and also more practicable especially for foreign cell phone numbers. Receiving of a new message on the phone I also hear on my PMA450A that was connected to my phone. The communication over all all is very stable and I never had an issue to say if a message went out or if I’m connected and can receive messages. Especially on longer flights to manage pickup or optimize the planning it seems very nice. Outside of the availability of ADS-B weather another feature I liked most. You could receive METAR, TAF’s and D-ATIS if available. this helps if you are more than 100 Nm available from your destination and you can’t track the weather. I did this on the way over from Greenland to Goose Bay and could track how the weather is getting worse and worse. This helps to mentally prepare for your alternate. In my case I was able to land at CYYR with the ceiling only some feet above the IFR minimum finally. Nice is that the old METARS are still there and you an track the development. I will attach a screenshot for a easier understanding. I used it on flights in the US , Canada, Greenland, Denmark, UK, Iceland and several countries in the EU. The AirTextLT has a annual minimum of $300 that includes already 500 messages. An additional text is 5ct. The device itself is bit pricey with almost $5000. So if you flying a lot or many times above FL80 it could be an good alternative and maybe also shared between multiple pilots since its very easy to port from one plane to the next. So if you communicating a lot or if you have changing passengers it could be a option. Hendrik

well the second ALT is abit of work. You need to wire the alternator and the second voltage regulator. on top there is an annunciator light for too much current drain (20A). It also has an switch thats required to be close to the master switch that you can reach it with one reach. Most of the work is drawing and paperwork for the 337. I also had an load meter in for the battery but modified the EDM 900 with an additional shunt to see the current draw from the second alt. this was cheaper that change the Aerspacelogic VA200K to a VA202K (http://www.aerospacelogic.com/index.php?dispatch=categories.view&category_id=20). Beside that Aerospacelogic doesn't had an upgrade program or similar thing. Hendrik

Interesting Geoff. I'm on Shell oil presently. I was flying Total before since I was more in Europe. Maybe I should consider a switch as well. Hendrik

I had a similar configuration prior to the avionic upgrade. The AspenMAX is a must if you like to take out the backup AI (if the AspenMAX certification finally proofs that). I still had to go for a certified AI backup to the Evolution2000. It's true. If the older/ present Aspens has clocked pitot the AHRS is not useful anymore and the redundancy of the EVolution 2000 is gone as well. Thats fixed with the AspenMAX. I also decided for the NGT9000+ and very happy with. Aspen also sells the L3 products now and you can get a good package price. Also think about the options like SV, AoA if you busy the package initially. It's not getting cheaper afterwards. As audio panel i recommend to go to an PMA450. I was just switching from an 450A to and 450B to reduce cables for the GoPro's. So if you looking for an PMA450A .... ;-) I also decided to leave the ADF in (flying in Africa) and put it on the Aspens. This requires and ACU2 instead of an ACU. I had also the DME staying. The stormscope is connected directly and displayed on all Aspens and both Garmins. As Chris I used the space of the old cluster gauge for the indicator and Aspen switches (MFD,PFD and battery). It's also a good spot for the EDM900 indicator. I had the EDM for to the right site before the upgrade but still like to indicator there even if the the EDM is now on the pilot site. I also used the gone vacuum system for putting in an second ALT since this was failing me several times now (last some weeks ago). Picture is without the second ALT indicator. I had an iPad but use it less and less. Im mainly use the 750 and do backup looks on the 660. I also achieved a significant current drop compared to the old avionic setup. Hendrik

After Saudi Arabia, Sweden, Iceland now Boston. The charging system of my M20K was quitting at all of this places. Once the voltage regulator and twice the drive coupling of the alternator. Late last year my Mooney made a expensive 5 weeks vacation in Iceland since the clutch were gone. If I have would known that the refurbished drive coupling only last for less than 50 hours I would have gone for a brand new one right away. That's it! I will never use refurbished alternator clutches. The exchange at random exotic spots in the world is just to expensive an time consuming. It's not a saving at all. I will also go for a backup alternator in my M20K. Since I "evacuated" the vacuum system I have a great spot for a B&C alternator and do not need to run a T drive. The new avionic current drain is around 30 amps and with some shut down of redundancy such as Garmin GPS or Aspens I should be good on the backup alternator. At least for flying out... What kills the alternator couplings? Who has experience with a second alternator in a 14V K Mooney? Hendrik

it was a strong recommendation from the shop to get a good result. You never get the old one fitting like before. So better sealing (with les sealant), more even surface of the bolds, and full coloring and not a touch up for bolds and scratches. the overall fitting on the ends is another point. As mentioned before I did it first time in a Mooney and I was positively impressed by the result.

Does anyone have experience how to bench test a Voltage Regulator? E.g. VR415F Thanks Hendrik Gesendet von iPad mit Tapatalk

Hi, I did it in my M20K and it came out very nice including the color touch up. It's quite some steps and I decided to not go with a thicker windshield. (the difference thickness would not make a difference to me - https://www.udayton.edu/blogs/udri/18-09-13-risk-in-the-sky.php ). Maybe it a bit quieter inside but you facing significant higher labour cost (10 to 15 hours more). I was using the same color tint and the UV protection for the replacement. I also renewed the retainer as recommendation from the avionic shop. I flew more than 50 hours since and have no issues. The labor was around 30 hours for the work and it was done at ThreeWing Aviation at KBDR. I like the result a lot and it was well done. I especially was impressed by the color touch up and the over all quality. Maybe not the shop for you since its 2138Nm. But you have a Mooney, why not ;-) Hendrik

:-) yes, very good taste. Yes B now. I like it a lot. Especially the second bluetooth source. This helps to satisfy music taste (back to taste) in first and second row. Also the flight mate is nice (it helps to get an acoustic engine alert signal out of the EDM)

sure :-)

some update and add ons to the liste above. all in red is gone... sent me an PM if you have any demand P/N S/N KCS55A Directional Gyro KG102A 060-0015-00 HSI - Horizontal Situation Indicator KI525A 066-3046-00 Slaving Accessory KA 51A 071-1053-03 11820 Magnetic Azimuth Transmitter - Flux Detector KMT 112 071-1052-00 123673 insight Strikefinder w cable SF2000 2000-021-009 insight Strikefinder antenna SF2000 sensor 2000-022 Flight Command Indicator with FD KI 256 060-0017-00 3450 CDT TIT gauge CDT TIT 0227-005 22370 COM 8.33 KY196B 064-01840101 5388 COM 8.33 KX165A w GS 069-01033-0201 VOR indicator KI203 066-3034-00 11250 voltage converter w connector RB-125 718 voltage converter w connector RB-125 727 COM w tray KY196 064-1019-20 4859 intercom TELEX PC4 70650-000 GPS Annunciation Control Unit for King KLN-90B MD41 MD41-328 5184 mount KG 102A 071-4025-00 audio panel PMA8000B 050-890-0202 GPS w tray w cartridge w antenna KLN90B 066-04031-1122 25696 GPS w tray w cartridge KLN90B 066-04031-1122 40566 TRX TRIG TT31 00220-00-01 ADF indicator with heading sync KI227 066-3063-01 2818 Attitude Gyro, 14V RCA26AK-4 102.0064-02 870163 air temperature OAT 11A D1068 audio panel KMA24 066-1055-03 4064 clock VOR/LOC Converter w connector and mount KN72 066-4009-00 3489 ZAON Portable Collition Avoidance System XRX ONYX 40734 VSI VSI 7000C.31 Course Deviation Indicator MD40-66L 2010056-66l B99689 201 fuel flow transducer Turn cordinator ANS-SOM C007284 Encoded Altimeter Aerosonic Corp 101627-01904 C120821 Altimeter w connector Altimeter T3889 isntrument cluster Mooney M20K 231 6247-00066 640281-513 GPS antenna King Bendix KA 92 071-01553-0200 17893 Com antenna VHF COM anntena CI 196 KMT 112 mount 047-4111-02 tray KT74A tray KT74A rotating beacon HR-DF 14 R14-13416 tray KX 165A tray KX 165A handheld GPS AV80R EU DB handheld GPS AV80R America DB Voltage Regulator Kannad RC100 remote control switch RC100 S1820513-03 JP Instruments Engine Monitor 6C EDM 830 29656 3.16 Garmin DataCard DGRM 73 Garmin DataCard DGRM 72 Garmin NAV/Com w antenna GNS 430 011-00280-10 97138412 Garmin NAV/Com w antenna GNS 430 011-00280-10 97138398 Garmin transponder GTNX 330 011-00455-00 84125307 instrument cluster Mooney M20K 231 6247-00066 640281-513 CDT TIT gauge CDT TIT 0227-005 PS Engineering PMA450A 050-450-0102 B45A1145-G-ST