Guitarmaster

I went to the NOAA website to get the latest Skew_T charts and the page is blocked!? http://rucsoundings.noaa.gov Does anybody know what happened? I love that chart for predicting tops and icing. I will be very sad if it disappears forever.

AMEN to that!! ^^^

Working great! It is so much easier to set the power when I can see what MP is being set.

Yea. My last ground school had two feds in it. During the break I asked specifically about the part 23 stuff. He said it is still in the works, but kind of a back burner project. I reiterated to him that I wished it would come soon as the aging GA fleet could really benefit from the SAFETY of the new technologies available to experimental at a reasonable price, but not to certificated. I explained it just doesn't make sense to install $40,000 worth of avionics in a $45,000 airplane. HE understood and gave me speech about how slow the FAA moves and apologized. In an case, it would be nice, if nothing else, to be able to install "experimental" avionics, that are far better then TSO offerings at a fraction of the price. All that being said, I just did a KG102A exchange with PSI instruments. $1495.00. Sucks, but better than $14000.00. Of course, my panel will not look as cool yours! :/ Pretty much all the avionics have been repaired, replaced or overhauled. It should be a good, solid IFR bird now.

I am really trying to be honest with myself about keeping the plane or upgrading, No doubt, repairing what I have is the least $$ out of pocket, but if i decide this is plane to keep, then Aspen is the way to go value for the $$$. I know this is blaspheme, but I do have my eye on an experimental that my F (Riley) might get traded in for. I am watching the development closely. Right now, I am leaning toward simply having the KG102A overhauled to the tune of about $1800. Chris, I don't have a WAAS GPS. I fly with it at work and I agree, RNP (GPSS) approaches are awesome! I have no doubt they will replace all ground-based navigation within 20 years. For now, I am excited about getting the EDM-700 installed at annual!

So, while on my way home from work today, the HSI decided to take a dump. Well, really, the KG102A. No heading flag, it just stopped working. Of course, it happened on the first solid IFR day in awhile. I was given a heading, started to turn and voila, no heading movement. Fun. This is really a testament to having a backup in the form of Stratus2 and Foreflight. When in hard IFR I always have the AHRS up just in case the vacuum fails. Although I probably would have been able to shoot the VOR-A with the compass, foreflight and Stratus really made it easy to fly the approach to almost minimums. So, now I have to decide if this is a good time to upgrade to Aspen or just get the KG102A overhauled. I can feel my wallet getting lighter by the minute!

And yes, that's how you do it. Sent from my XT1254 using Tapatalk

That is your flaps down adjustment. The flaps up adjustment is the travel stop located out by the aileron Sent from my XT1254 using Tapatalk

I know Chris has one. What is the experience with them from anyone that has them. There are several available all around the same price range. I am sure they seal sell when inflated, but how about when stirring on the ramp in the rain? Do they seal well enough to not let water in when not inflated? Thanks!

Very Nice! Love the two landing lights!

There is a article or a thread somewhere about this very problem. I have not tried it myself, but I have the same issue with weak brakes. The procedure is to separate the hard line from the soft line in the wheel well just enough to let fluid (and air) out since that is a high point in the system. Then slowly depress the brakes. Whoever posted the article called it a, old motorcycle trick. Apparently, his results were night and day. I plan on trying this at the annual in February. Sent from my XT1254 using Tapatalk

Good to know! Thanks! Sent from my iPad using Tapatalk

I am planning on it. It's coming with all new probes, but me thinks I will have to get the FF transducer. I have a KLN 89 for a gps. I don't know if that will talk to the EDM. Too bad I can't make Foreflight talk to it! Sent from my iPad using Tapatalk

Just bought a used edm 700. Looking forward to seeing what my engine is actually doing! Sent from my iPad using Tapatalk

Is this a recent development or has it always been slow? I have an F that was mis-rigged and I was losing 9 knots. I am getting close to being properly rigged and I true at 147KTAS.

It certainly should!

Here you go. PC Cutoff switch.pdf

Umm. I installed a "disengage" switch per Brittain. I have the documentation. If needed, I can scan and put it on here.

Dang.... there I go with panel envy again

No doubt the cold air has much to do with it. It is cooler than last year running the same power % "undersquare" with the same conditions. Of course, I have never had a problem with cooling of the engine in my airplane. What I though the most interesting was the increase in IAS. it's only a knot or two, but it is there.

10GPH @ 155KIAS. That great! With that power setting and LOP, doesn't that put you in the "red box?" I need to go back and look at this.

Ok. After reading Mike Busch's article, I ran oversquare on the way to work yesterday. 3500ft, OAT 25F, 24"/2000. Roughly 63%. My observations.... 1. A bit strange. Very quiet. Mostly wind noise. Sounds a lot like a turboprop. I kept having to look at the airspeed to make sure I was still flying. 2. IAS = 130 KIAS. Slightly faster than 72% running 22"/2500. Interesting. 3. A little vibration. No more than high RPM, but more low frequency. Overall, the engine seemed to purr. Zero sign of detonation. 4. I don't have an engine monitor, but the CHT was NOTICEABLY lower. See attached pic. Again, interesting. 5. I think the ability to keep the power up in the descent should be really good in regard to "shock" cooling during descent and not unwinding the engine. 6. Although there is no measurement, there is clearly increased torque on the crank. Is this bad? Don't know. Mike Busch's experience would say no. 7. No FF for me, but i would guess based on fuel added, burn is around 8.5 GPH. Interesting. Of course, lower RPM would equal lower FF. I guess time will tell, but so far I can't really see a downside. A majority of my flights are low altitude. Anything above about 4000ft will probably see diminishing returns due to the red arc on the tach and so lower % power as MP decreases with altitude.

I wish... nope, it's a Windsor.

I saw a triple-turbo Durarmax Diesel Mustang run inside of 8 seconds. Does that qualify? :)

http://www.avweb.com/news/airman/184483-1.html Great article and it makes perfect sense. I had to think about his comparison to car engines. I do my own performance tuning on my car, and in doing so, I drastically reduce timing in the high load regions and aggressively advance timing in the low load areas. While it is great to be able to do this with a car with an ECU, it is not possible with our engines. We can't reduce the timing in the high load regions, so we compensate by increasing RPM. This has roughly the same effect as reducing timing due to flame propagation. I think that time and engine monitors have proven many of the long-held beliefs are busted. Just think about LOP operations. Not ten years ago, it was a big NO-NO. Now it has proven to be the best way to operate an engine. IN fact, I remember when the Malibu came out and Piper told owners to operate it LOP. Nobody would do it and the engines suffered. The automobile engine operates this way all the time (in cruise). All that being said, I also have a '68 Cougar with a 351 that is tuned manually, and the timing curve, regardless of load, is linear (mechanical advance). High-load or not, the timing remains the same for a given RPM and varying MAP. I have yet to hear any detonation in that 400HP motor. I think the biggest takeaway from the article is, there is little we can do through leaning or power combinations to hurt our very expensive engines if operated at and below 65% (low load). With an ECU, the engine could be operated at 90% with low RPM. It's irrelevant though. I too have fallen prey to the OS myth. I am going OS next time I fly and listen closely to the airplane if it likes it or not.