Skates97

With the CiES fuel senders and the EDM900 my gauges are very accurate. I'm the only one that flies my plane, but even if it has been locked in the hangar I still dip the tanks and verify quantities before each flight. If we fly somewhere just for a bite to eat and the plane has been out of my sight I dip the tanks again before departing. There are a lot of mistakes that can be made that will get you in trouble in the air, if I can make sure I never run out of fuel that eliminates a big one. It is a quick process to dip the tanks and well worth my time.

We went coast to coast back in 2019, this is the route we took there and back. I wrote up the different legs in separate posts. https://intothesky.com/2019/07/16/coast-to-coast-mission-tour-complete/

Congratulations again on your new bird, and on the trip. You're going to love it for travelling and just cruising around local.

Congratulations! Yours is just a few N numbers from my 65 D. Any particular reason why you chose WHP? I would go a little further east and stop in at CNO or RAL instead. Both have nice wide long runways, but even better than that you aren't dealing with the tight spaces around VNY and BUR. Also, if it is just a fuel stop GNT which is a little further west of AEG is a great little airport with reasonable fuel. We stopped there enroute to Oshkosh last summer. We flew some similar routing a few years ago when we went from Southern California to North Carolina. I'd be happy to chat about it if you want. https://intothesky.com/2019/07/16/coast-to-coast-mission-tour-complete/

I think it is from pre-loads being off and not checking them every year like you are supposed to.

In the short body the back seat is close enough the small cooler which is known as the "feed bag" stays on the backseat and is easily within reach. If you don't plan to be flying with 3-4 seats filled all the time I would open your search up to the C and E's as well. You can also put 4 adults in the short body planes. My wife and I are both 5,10" and my youngest son is 5'9" and sits behind either of us just fine, even on long trips.

With the addition of some avionics and a GFC500 I renewed my insurance last December on my D/C for more than $80k hull value and the insurance company didn't have any issue with the valuation. Not sure I could get it on the market, but I know it would cost more than that to replace what I have.

It's worked fine for me at the top of the stack, easy to just reach over and turn the knobs. I think the short bodies A-E have a shorter panel so not as much room in the stack as the mid-long bodies. Somebody correct me if that's not accurate. Having the GNC355 toward the bottom hasn't been an issue for me, it doesn't require tilting my head down, just a glance over even when using foggles.

I agree, I would put it at the top, and did in my plane.

The 355 is just GPS/COM, no NAV so nothing from ground based nav aids. It does show vertical for LPV approaches and the psuedo-vertical for LNAV. Get @takair's electric step conversion and ditch the vacuum system. http://flightenhancements.com/auto-step.html

If/when you put tint on again do not use any that has adhesive. If you read the boxes they say specifically not to use on plexiglass. The static cling stuff works great and peels off clean, but won't come off unless you want it to. I have mounted GoPro cameras with suction mounts to the static cling I have on the back windows and they hold just fine.

They put a stop sale on them, turning them into dead inventory sitting on our lots. They are replacing the batteries in all of them, the priority is replacing the batteries in customer owned before we can do the ones in our new inventories, as it should be. But that does leave us unable to sell any. You should see the stacks and rows of crates we have with new batteries coming in and old cores going back.

My wife and I just watched it a couple days ago, I thought it was well done. Yes, it was very upsetting.

@Cody Stallings has posted many times about using Aeroshell #5 instead of #6 in props. Here is one of the posts.

Glad it happened on the ground. Is that an original cable? As a PSA, I would recommend replacing the mixture and prop cables as well if they are just as old.

Every time, only takes a few seconds and could save your life.

They did apparently have some update to the software prior to me purchasing my EDM900 back in January 2020. By making the bars in the graphs more sensitive it is easier to see if there are changes in the EGT's and CHT's. I made a short video today. The first part is just with the power on, engine not running, the second is at 1070rpm. You can see in both instances that it levels both the EGT's and CHT's in Normalize mode. I understand that we want to know the absolute CHT numbers (which are displayed above the graph numerically) but I find that it is also helpful once established in cruise and leaned out to have everything leveled on the graph, it makes it very easy to spot any changes to the temps to either the EGT's or CHT's where if the CHT's were at different heights depending on the temps a change is not going to stick out as much. For reference: Product Type: 790000-A Product Revision: 7998-2011.05 EDM Hardware ConfigID: 1c2042021081a EDM Serial Number: 09669 BootLoader Version: 10.08 LMS480 CoreLib Version: 1.29 Check Sum: 090FF6AA

I'll get a video on Saturday and also check to see what software version I am running. Maybe we can get to the bottom of this.

Interesting, I'm almost positive it levels both of them on my 900. Maybe I am remembering wrong. I will have to do a video of it in the run-up when I go fly Saturday, it will be obvious then. But this picture is a little earlier in the flight from above, I had hit normalize but then was messing with the mixture so you can see the EGT's are not level across, but the CHT's are level even though they are 328, 340, 340, 356. Different flight, but for comparison purposes this is not normalize mode and you can see where the CHT's are at on the bar graph. The CHT's are within a few degrees of the flight above yet are in a much lower spot on the graph.

Looks like gear down and flaps down in the picture Anthony posted above. Keep it as clean as possible until the runway is made. At that point even if you don't have time to get the gear down I would rather belly in on the runway.

Hmmm... It should level both.

I am sure you will check everything out before take-off, but check your trim for full range of motion before it leaves the shop. I had gone through everything, then started up and went out to do my run-up. While configuring for take-off I found the trim would not travel full range. Call ground, ask for taxi back to the shop, the shop looked at me like "uh-oh." It was a simple fix, but if I had checked for full travel it would have saved me some time. When they disconnected the trim tubes to put the pitch trim on someone must have inadvertently turned one of the tubes so that when the reconnected them it was off.

Sounds about right, my quote for the GFC500 (no yaw damper) was just under $19k and they came in just under the quote. I already had the dual G-5's in the plane.

Press and hold LF to enter normalize mode. Press LF and then wait a couple seconds and you will see "EXIT" next to the button above/right of LF depending on if you are in portrait or landscape mode, press it to exit normalize mode.

I try to follow @donkaye's advice from his video, which for my plane is to be trimmed hands off at 80 mph on final. From there I don't trim in the flare, just work the yoke, it has served me well.