Moonbat

It appears that there are no compelling scenarios for the use of the CWS switch. The only one I could come up with is also pretty lame. That is, as a way to not have to hear the AP disconnect alarm. So picture this. You're on AP flying along on a flight plan and you need to make a short alteration to your route. You push the CWS button, set a new attitude, and off you go for a minute or two. No "beep - beep - beep - beep - beep" from the AP disconnect. Then, when you are ready to commence the AP flight plan route again, you intercept the leg you were on prior to the CWS interlude, and reconnect the AP with NAV - NAV - ALT. Life is good again.

Could someone describe to me a realistic scenario, say, during any phase of an IFR flight, how one might effectively use the CWS feature? I would really like to understand how I might use this function in the real world.

To complete the circle on this topic AND to give a few of you the opportunity to gloat, I am scheduling the Aspen upgrade. Less than 2 years after spending the first $4500 on repairs with Century, the NSD1000 HSI, failed again. I sent it in to the Century for an estimate/repair, and when the virtually identical list of failed items came back (almost like it is their cut-and-paste knee-jerk response to any failure in an HSI of this type) and another estimate of $4500 with a ridiculous 30 day warranty. Once again, I foolishly tried to appeal to their better angels. Failure as before. Now I am very excited to be preparing for removal of all things vacuum-related and the installation of the Evolution PRO MAX glass. Can’t wait. Okay, this is where you get to gloat with an, “I told you so.”

Is there anyone among us (and within about 200 miles or less from Newport VT, KEFK) who is adept at setting up to fly LOP? The details are that the engine is an IO360 A1A, (fuel injected), has GAMI injectors, and is turbo-normalized. 1967 M20E (Casper) 670008. There is a nice EDM930 engine monitor in the plane to help us out as well. I would like to fly with someone who really understands LOP operations in such an engine in order to learn how to set things up for LOP flights. I think that about an hour up at 7 or 8 thousand feet on a nice day would would suffice to get the details worked out.

You're all incorrigible! Entertaining, nevertheless..Clearly I'm in the wrong forum.

(You folks know this already, but...) It is never just the cost of the unit which is a fair comparison. The cost of the unit is the tip of the iceberg. There are all the panel mods, all the interface wiring to the other avionics, and before you know it you've spent double the cost of the unit and you're considering upgrading more stuff as well. Not interested at all... but thanks for taking the time to respond.

Oh no! Please don't go there. That is a completely different thread, and one that I assiduously intended to avoid. I should have specifically said "no looking backwards, please!"

I was wondering... do any of you have a contact (like the name of a real person, not Support@CenturyFlight.com!) ) at Century Flight Systems in Mineral Wells, TX? The reason is simple. I have an NSD1000 HSI and it is terrific - until it isn't. Had to send one in for a repair. Estimate was ~$3K. Ended up significantly higher, but the real injustice was the 90 day warranty. Seems to me if you put that much work and that many new parts into a unit, you might be a little more confident in your work and warranty it for, say, a year. The repair cost about 33% of a new unit. So, I've written 5 emails to various people and titles who I thought *might* care, but not one of them has deigned to reply. That is why I am looking for the name of an actual human being there - president and CEO included. I am in a similar-but-not-related business in terms of the cost of our systems, federal government oversight, regulation, liability, etc., and we wouldn't consider treating a customer so poorly both in terms of the warranty issue and the simple common courtesy of a response. Even a polite "go pound sand" would have struck a better chord...

I was holding my breath reading and watching this Trio thread and speculation on coupling the G5 to an a/p, all the while my Century NSD-1000 HSI squealed to a halt. Eventually, I decided I really wanted to fly in the IFR system in this decade! Took a deep breath, ponied up several AMU's for the repairs at Century (another thread/story there), and moved ahead with the repairs while not upgrading to digital technology. May not be what all of you would do, but my flying horizon is (realistically) about 9 more years. Sent from my iPad using Tapatalk

One can make a lot of lists and compile a lot of justifications for general aviation, but it all all ends up sounding like rationalization to do something we all like to do anyway - i.e., fly airplanes. Here's my suggestion to you about getting an IFR endorsement: I do (vaguely) remember my first solo flight, but, I vividly (and excitedly) remember the very first time I climbed up through a cloud layer to the stunning sunlit blue sky above - all by myself! That was a "moment" I'll never forget. For me, it was exhilarating way beyond my first solo experience. All the rest is just "stuff"...

Good question. Bear in mind, I live on the east coast. Here is what I think. If it is a thin layer (<1000’) AND it is warm below AND there is enough room between the bottom of the layer and the tops of the terrain AND I am 95% certain that air traffic control won’t park me inside the layer but rather will ascend or descend me through it promptly (remember, you can always say “unable”), THEN I’d launch. Unfortunately here in the east, the cloud layers are often several thousand feet thick AND the freezing level is so often close to the ground, the decision is pretty easy. Fuhgetaboutit. Remember that web site (https://rucsoundings.noaa.gov/) I showed you that tells you the thickness of the cloud layer? This trip might be a good time to use it.

Hello - Well, the subject line just about says it all as far as my question goes. Does anyone here know a way to make the Hobbs time in the EzTrends screen match the actual / correct number displayed on the EDM930 when buttons 2&3 are pressed simultaneously to display the Hobbs time? In case it helps, here is a screen shot from the EzTrends application showing the Hobbs time around 1294, while the actual Hobbs time (seen when I press buttons 2&3 on the front panel of the EDM930 simultaneously) is around 5200 hours. Advice from JPI was to reload the EzTrends software, which I did, but to no avail.

Just to close the loop, my new best friend since April 2016 is N3215F. No longer looking for partner. Just fun folks and destinations. No one should be allowed to have this much fun...

Looking for someone interested in buying a plane together OR, someone with a suitable plane who would like a partner. Resume: Mooney time in my log book. Private, instr, comm'l rating. ~1200 hours.