rbp

My book didn't have chart. it has an in-flight procedure for determining 75% based on peak TIT and fuel flow, which I did 20 years ago and came out with 30/24. The book is in the plane, which is not handy, so i can't reproduce it here. I'd love to see a scan/screenshot of the page in your book. When I get the new EIS system in, i'll recalibrate.

Thanks everyone I think I know what needs to be done now. @OSUAV8TER Thanks for the offer. The airplane is in the avionics shop right now and they are going to take care of the rest of the LED lights

where did you determine 75% = 29/2400?

high side of what?

interesting -- i run 30/24 and 1550, and burn 18.5

regarding CG, the further aft the CG, the faster the plane will fly at cruise. of course, stay within the envelope. Note that the aft CG limit is designed to allow the pilot to briskly push the elevator forward to break a stall/spin.

rule of thumb is you float 100ft down the runway per excess knot of airspeed.

good point. i will have them look at them

@aerodon thanks, that makes perfect sense. i don't know about the lighting on a K, but the M has position lights on the rear of the wingtips. there are LED bulbs for those now. supposedly replacements for the high-power recogs are coming

OK, so the real issue is that you don't think scales outside the factory are accurate. I will take that into consideration.

so you're suggesting that I fly over MGTW, even if its "legal"?

yes, there's a lot of Fear Uncertainty and Doubt when it comes to this engine, which seem to fall into 3 categories: 1. its too hard to manage the temps. yes, the temps need to be carefully managed, and there's that pesky TIT to watch carefully 2. fuel burn is too high. the real question is what is the no-wind mile per gallon? its about 9.5nm/gal in my plane cruising at 30/24 at 180-220 true, depending on altitude. I plan a generous 26 gph for the first half-hour (500fpm @120kias = 15,000ft climb) and 19gph in cruise. with 19 gals reserve, 89-13-19 = 57 gals is almost 4 hours, yielding a range of 60nm in the climb and 800nm in cruise, for 860nm in 4.5 hrs. I'd like to see a straight up comparison to a J or an Ovation -- how much fuel would they burn for 860nm, and how long would it take? 3. engine replacement cost. yep. see #1

i'm not sure I understand. the rear position (nav) lights are on the wingtips

is the belly beacon the Orion 360? looks very different than what it already has

it already has the pictured wingtip LEDs, which i believe are the 650e. all the supporting boxes for the legacy wingtip lights were removed. the rear position lights on the Bravo are on the back of the wingtips. That means that the tail light must be a strobe (which must be on to power the tail beacon for ADS-B). so the 500 only needs to operate as a strobe. plane already has LED taxi/landing lights, but those are just bulbs. I didn't do the tail at the same time because it needed the tailbeacon for ADS-B. I also didn't do the red belly beacon. the plane will get reweighed when its defueled. It

Kfc225 with berical speed select and approach mode. It’s really super stable. Have flown it many times in hard IFR and never had an excursion or deviation.

plane currently has a uAvionix tailbeacon, which is going to get a proper panel mounted txp. Am going to put in an LED tail light, and the shop asked me if it its solid or flashing. IIRC, its solid. can anyone confirm please?

I'm upgrading the panel and everything in the red boxes is for sale! (except 3 items with a red X) They were taken out of the plane yesterday The 530/430 are NOT WAAS The Sandel needs a new bulb. the JPI 900 display flickers. There are lots of interface boxes, sensors, antennae, and KFC225 servos that are not visible, and I hope to sell them in along side the corresponding panel component (eg DME head with the remote DME box) Have not set prices yet, but they will be competitive because I don't want to store them. I prefer email to 54x@pasker.net

this might be of interest to some people >>>In the event of engine power loss in flight, pilots can activate Smart Glide with an optional dedicated Smart Glide button or by holding the Direct-to button for two seconds to initiate an activation2. Once activated, Smart Glide recommends an airport estimated to be within glide range and automatically creates a direct-to route. Smart Glide considers several factors when choosing the recommended airport within glide range including runway length and condition; proximity; terrain; and available weather from sources such as FIS-B, SiriusXM3, and Garmin Connext® weather3, in addition to current measured winds calculated by the primary flight display (PFD). If the aircraft is appropriately equipped with either a GTX™ 345/GTX 345R transponder or a GNX™ 375 acting as a transponder, or a GSR 56/GDL 69/GDL 69A with an appropriate weather subscription, Smart Glide can even consider VFR/IFR conditions when recommending the most suitable airport. Alternate airports within glide range can also be selected if the pilot desires. In the event the system estimates there is not an airport within glide range, Smart Glide provides an aural and visual alert to the pilot, while continuing to search for an airport in range, and automatically pitching for configured best glide speed in aircraft equipped with a compatible Garmin autopilot.

she is pretty smart

i chose to put the GFC-500 head at the top, because i want it in my field of vision

I've been to https://cnvv.net/ to go soaring in the Alps twice ('19 and '20). truly magical!

I imagine there’s all sorts of things to screw up!!!

Day 2!

Everything is for sale at the right price