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About PaulM

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  1. I just checked NOAA's source sites: For base reflectivity: The sites that have no current storm activity updated on 10min cycles. A site that had active storms within range had a 5-6min update cycle. The wide area mosaics were 10min cycles. WSI Intellicast only has15min animations on their website. I can't tell if they have better products via their Aviation services. AOPA's mosaic data is 5mins LockMart was 10mins for mosaics and 5 mins on individual base. A true 2.5min cycle with new data is unlikely. 2.5mins just gets you get data quicker after startup. Still have to confirm that via experiment.
  2. I'm not sure.. Does NWS send the partial data to 3rd parties?... We know how NEXRAD works, and they can have partial data, but do they let it out of their systems?.. when I checked a number of NEXRAD providers ( Their composite updates at 5 mins. Intellicast says 5mins (for individual sites in storm mode, not the composite) So, we should experiment. Take a film of the NEXRAD from our GDL69 and see at what rate the mosaic actually changes.. if it is 5 mins, then the 2.5 is a "marketing" rate.. sending the same data every 2.5 mins isn't useful. they can "project" the data in the interval, but don't you think that should be disclosed to us? Data may be projected/theoretical? It would be better to know the real age of the data.. not transmitted 5 mins ago... but 1st radar sweep 10 mins ago.. last sweep, 5 mins.
  3. I almost wondered if this was only the SirusXM signal.. and not the original XM signal that the older GDL69 systems receive.. (they are different, there is a new GDL69 SXM that receives all of the latest signals. ) The skeptic in me wonders. I suppose we can look at the "age tag", and see if that regularly goes to 5 mins.. or resets between 2-3.. If the Nexrad source doesn't update at 2.5 mins, then this isn't really useful is it? I don't see anything here that says better than 5 mins:
  4. It was LV Avionics in Allentown.. they have done a number of the mooney upgrades and Mike knows what he is doing.
  5. Cost was $21,900 (factory price for GIA63W+ antenna kits and other things) + $1,800 labor GTX345R was $4500 + $1800 labor. add STEC-55X hardware REV upgrades of about $1000 (optional) Included 2-year IFR+transponder cert. G1000NXi will be an entire other realm... and will require the GIA63W first.. They aren't related.. G1000NXi is just the display system (GDU), it uses the same LRU's for the rest of the system. In the long term the question will be will be if the G1000NXi requires the GFC700 system, or will Mooney certify the STEC?. Or they may never do anything at all. At this time the -34 software rev is GIA63W only... future hardware/software configurations could similarly be ZZZ only.
  6. Mooney down in Washington

    If the plane has ADSB out or regular Mode S then Flightaware will have every flight VFR/IFR/Flight following. Time (EST) Latitude Longitude Course Direction kts feet Rate Reporting Facility Mon 21:51:01 Departure (Everett, WA) @ Monday 18:51:01 PST FlightAware ADS-B (KPAE) to view those you need a flightaware account login and you must have selected "View position only flights". If you are mode C only, then your flight can only be mapped to your N number if you are IFR or VFR flight following. So, ADSB (UAT or Mode S-ES) are tracked via flightaware's own ADSB receiver network. (or relayed from the FAA) Mode S regular squitter is relayed via the FAA system, with your ICAO code so you will only be tracked when you are in range of a mode S radar site, and FA uses the ICAO code to map it to your N number. Mode C is from the FAA system and can only be correlated to your N number with an individual code and N number in the FAA computer from either IFR or VFR flight following
  7. Airmods is a good shop. if they fixed it, it is fixed.
  8. Aspen EA100 Location

    That sounds odd... the EA100 goes between the Aspen and the autopilot.. wouldn't all of those connections be in the panel?.
  9. speed brake problem- quirky?!

    I looked at the wiring diagram for the 1998 era, and the cartridge is fairly simple.. motor, 2 microswitches 1 clutch. So, do the field test with the other cartridge to confirm it is in the unit and not controller/wiring... then you can open the cartridge and check that the microswitches activate at the 2 positions (closed and open) This thread had the cam adjustment documents in it: The one in my Bravo (2005) has greater complexity in the asym detection.. and a different limit sensor system.
  10. speed brake problem- quirky?!

    Your SB's will be electric, there are a number of micro switches in the cartridge, but precise flight suggests that they be IRAN'd every 1000 hours. To start you want the electrical diagram for your model (PM me if you don't already have that). If it isn't going up or down at all I would connect the other SB for a ground test to see if it was the cartridge, or the controller/wiring. I think you can also plug the cartridge directly into the controller bypassing the wing wiring to remove that from the equation. By design the SB's have a spring and the clutch mechanism holds them extended by electricity... so that if you pull the breaker it will always retract. So you need power to extend them, you need power to keep them extended, and it uses power to retract.. but if you pull the breaker they will slam closed. I have a weird Asym issue with mine and will probably send them out for the 1000hour IRAN this annual. I was able to fix a previous problem by adjusting a microswitch, but the asymmetric deployment circuitry is more complex.
  11. G-1000 SD Card Alternatives

    I use generic Sandisk Ultra 4GB cards as an alternate to the original Garmin cards for the second set of cards. The part# that came with the WAAS upgrade is 010-00330-43. Hardware wise these are Sandisk cards with a Garmin label, there is nothing special in the format. It is felt that the cards need to be blessed at least once in the upper MFD slot, and then cloned. (Can't say if this was required) I used a raw unix (dd) disk cloner, and keep copies of the original images for future problems. Remember that when you swap cards you will need to install all of the updates each cycle.. Nav, Safetaxi, obstacle, Charts, Airport Directory. I put all of the databases on the (2) lower cards, I don't use the "official method" of using a top slot card for the nav database and the bottom slot for the others, I just put the next NAV database on the bottom card and the G1000 reads it just fine. This may keep me from pre-loading the secondary database, but I see no advantage to that, and the database sync feature also seems to have no benefit in our 2 screen systems.
  12. Chicago Demo Flight/CFII?

    That Ovation is the brother to my Bravo.. same paint scheme. The question on that plane is, does it have the GIA63W WAAS upgrade?(I doubt it).. that is $25K and with a GTX345 added makes $30K to meet the ADSB 2020 requirement. The airframe should be priced accordingly, and that price seems high for not having those updates and for those hours.. 400 hours + 50 retract will have no problem transitioning to a Mooney. Fly them both, pick the one you like. I had not flown a J model for 10+ years. after getting back into flying I flew a SR22T, and was "meh" I flew a bravo and then found mine, when picking it up "I was back home" 2 years ago i gave my friend a ride, he was thinking of a Bonanza, etc... He flew a Gulfstream IV at that time, and was transitioning to the 747-800... a couple of months later he bought a Mooney C model.
  13. You need to watch out on those "GSM-AUTO" units.. they are the same design as the ones ones that the switchbox used. Phil manually put in extra wires/traces between the AC terminals and the relays.. those relays are rated at 30A.. but the traces on the board are not thick enough to carry anywhere near that load. so even running a single heater is probably over the stock abilities of that switch. Now you could pair it with the external relay that Marauder linked to... The Andoer units have at least 15A spec wiring within them.
  14. Advice on turbo Mooney

    Bravo's are long bodies. Their only downside is the fuel burn. Want fast? the Acclaim will go 20kts faster on the same fuel burn... want efficiency?. get a K. The bravo hits the faster but can't afford the Acclaim and want the long body space. I normally run between 17-18gph unless I need to fly LOP for the range (800-900nm). Speed falls off quickly LOP, and we bought the Bravo to go fast. I've been flying the 231 motor in a senaca II... you definitely need to fiddle with it from takeoff all the way to cruise. I would prefer the 252 or Bravo.. set it and forget it. It is just the fixed waste gate.. don't over boost on takeoff, keep increasing the MP on climb etc... the pressure controlled variable waste-gate in the Bravo is set full power... leave it.. perhaps select 34" for cruise climb if you feel like it. With the senaca I have to look down at the instruments during the takeoff roll to set power and keep it within the boost limits.
  15. STEC 55x ILS capture

    I think we are writing the 2017 manual for the Stec... the original was based in the pre GPS era.. A modern interpretation would say fly GPSS or HDG until the FAF, and press X button outside the FAF for the final approach.. They just have not updated the documentation. A cynic would say that they could update the software to modern standards and auto-sequence from NAV to APR upon the receiving of the precision signal.. But for now.. press that button. I'm going to see if the Max Trescot books brought this up... they have some stuff about KAP140's.. I was used to always pressing APR on the last segment.... it was just that the manual for the 55x said just hit "nav".. so we were working out why that worked.. and should we use NAV or APR... .. doesn't matter.. just hit a button on the before the FAF.