bob865

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bob865 last won the day on March 6

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About bob865

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  • Birthday 06/25/1984

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    Male
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    : Greenville, SC
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    N413HM
  • Model
    : 75 M20E

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  1. Instead of e-mailing, how about posting it in the download section? Someone else who may need it in the future will probably appreciate it.
  2. I'll be honest I didn't hit the google box to ask, but since this is a pretty open forum on the Dynon I'll ask anyway. Can a Garmin G5 be used as the backup for the Dynon?
  3. All this waiting is so frustrating. I'm right on the cusp of an upgrade. I need a GPS, an engine monitor, and autopilot. Trying to figure out what direction to go is frustrating. Sure, I can go buy whatever I want and build an incredible frakenstein panel, but integration becomes a concern. For example, all the Garmin stuff just works together so well. The interconnects are pre-determined and they all just simply work together. I imagine it would be the same with the Dynon. Sure, they probably have ways to integrate non-oem parts, i.e. a avidyne gps or trutrack autopilot, but who supports the connection? And do they support all functionality, or just parts? If just parts, what parts do they support? I would hate to go with the Dynon to find out they won't get their approval for the autopilot or vice versa with Garmin and now I'm looking for another part again. Sure would be nice if avionics could get as standardized as home PCs where you just plug it in and it just works. Plug and Play avionics; that's what I want. I remember thinking Microsoft was crazy when they first introduced Plug and Play with Windows 95 and now it's how we expect everything electronic to work.
  4. I can tell you about my purchase. I bought mine from an old guy on the field who had lost his medical. It hadn't flown in a little over a year and not much the year before that. We have now had it almost 2 years. I'll try to give you as much info as I can that is fact based and you can build your conclusion. She is 1975 model with a relatively high time engine, 1600+hrs, but had been torn down for a full prop strike inspecection about 300 hrs ago. We did a full pre-purchase with a highly regarded MSC before purchase. The pre-purchase didn't show up any glaring issues. A few things: old shock discs, a bent tail protection, rusty prop governor oil fitting, flight controls slightly out of rig. Lynn said nothing that would be of any concern with safety of flight. I specifically asked becuase I had to fly the plane back to it's home port. When we talked about it, he said it was a generally well cared for plane. It looked like a plane that was maintained by someone who was not a MSC anddidn't know all the mooney gotchas, but overall well maintained. Since purchase, we had the ADI fail and the tanks start leaking. The tanks may have been our mistake for not checking or maybe they started leaking after a few hard transition training landing with the old shock discs. The engine has run flawlessly. I did do short interval oil changes to kinda "wash" the inside of the engine. We did have one issue for a bit where a cylindar was mis-firing. We investigated inspecting and cleaning the injector and spark plug. We didn't find anything, but she ran fine and has run fine since. We did have a low compression on one cylindar when we bought it. Not enought to warrant concern, but that has since resolved itself since it is flying agian. To sum up what has happened in 2 years: Tanks have been resealed Shock discs have been replaced Spark Plugs have been replaced Injectors were cleaned New Tires New Tubes Starter Vibrator has been cleaned/rebuilt Skybeacon ADS-B installed Replaced failed KX170b radio LED landing light Garmin G5 installed to replace failed ADI Now, non-fact based, opinion. I don't agree with the general sentiment that once a plane sits more than a few hours, it's a total loss. But as with everything in life, it's a sliding scale. A plane that has sat a year, is it a total loss? Maybe. Did it sit outside that year right beside the ocean getting sprayed with salt water? I wouldn't touch it. Did it sit in a relatively dry envionment but still outside? Probably fine. Now, the later plane that sat outside in a relatively dry environment, was it well cared for before and during the time it sat? It's probably fine. Was it neglected before it sat and not touched at all while it didn't fly? Probably not one you want to touch. There are steps to see the condition of the engine and there are steps you can take to "baby" the engine and help bring it back to life smoothly to help prevent any more damage. Do your due diligence but, at the end of the day, you could buy the best cared for plane on the planet that checks all the boxes and the crankshaft could break on takeoff right after you buy it. Everything you do in aviation is an exercise in Operational Risk Management. Do your best to mitigate risk, make a decision, and go. If you eliminate every risk out there, you'll never have a plane to fly.
  5. I didn't realize the doppler radar pics reflected actual colors.
  6. Left thumb, radio; plus a finger to hold the yoke. Right index finger, iPad; plus a thumb to operate the radio knobs. Looks like I can do it with 4. Or 2 fingers and 2 thumbs if you want to be technical.
  7. Any AMEs around know how many fingers I can lose before I lose my Medical Cert?
  8. Mine will only overheat in direct sun. First time it shut down on me was on my way from from FL when I had by tanks resealed. I took it off the yoke and tossed it in my passenger seat to cool. Left it there out of the sun and it never oveheated the rest of the trip. Same on the most recent flight. Flight one direction was cooler in the cockpit, but direct sun on the ipad. Return was warmer but sun was on the other side so no overheating. This last time, I took it out of the mygoflight mount and the back was hot to the touch. That mount keeps about a 4-7mm thick pocket of air across the whole back of the ipad. A perfect insulator on the side that is designed to disapate the heat. My hope with the fans is to circulate that insulating layer on the back of my ipad so heat can't collect.
  9. Thought I would throw this in the mix. I've had some trouble with my ipad overheating and shutting down in my goflight holder since the weather has warmed up, so I'm making some changes. Still in work, but here's where I'm at so far. Will be USB powered so you can plug it in when needed. The fans draw air out, and I still need to drill holes or open a vent on the other side for the air to enter.I haven't decided the most cosmetically pleasing way to do it yet.
  10. Ya know, I might be starting to believe you. The whole internet social justice warrior stuff annoys me, so I tend to not get into people's business becuase I can't and don't know the whole story and err on the side that their decisions are warranted. You can see my prior post about this earlier. However, after I listened to the whole communication exchange from his first call to tower, it all does seem odd. I did look for his comm with approach. You would think his call to tower would not be the first indication of trouble. I couldn't find it, though admittedly I was working on other stuff while listening and probably missed it. I also make the assumtion he was talking to approach since you can see his track in flightaware so he had to have been on at least flight following if not a full IFR flight plan.
  11. I'm with @RLCarter, I don't see anything in the video that says this was a bad thing. The video starts out with the cirrus talking to tower about taking off and intercepting. It sounds a lot like this was planned and coordinated prior to his departure. Myabe he was doing a runup and heard the trouble and offered a second set of eyes or maybe the pilot in trouble requested it. You can't say. We just don't know. Regardess of the condition, he didn't just sneak up on a pilot in distress and start ordering him around and he didn't just start flying formation unannounced or without the pilot's consent. Either way, it looks to me like it was executed well based on what we can prove from the video. He sounded like, from the way he talked with ATC, hat he was a local and everyone knew each other. That's the way it is at my home field. All the CFIs fly so much the controllers know them. Playing devil's advocate here but, for all we know, the controller called the flight school and asked for help and he offered to fly along side and provide some coaching. With all that said, would I takeoff and fly formation with a struggling pilot? No. Would I request another pilot to fly along side for coaching if I were struggling? No. Would I turn it down if it was offered and convenient for both of us? Maybe. Maybe not. You never know, it might not be a bad idea to have someone behind me watching to make sure gear down and flaps down etc while I'm task saturated with a struggling engine to help make sure I don't accidentally have a gear up or overrun the runway too. Just my thoughts.
  12. LIke everyone said, re-rack it. Be careful with the 170's. There is a switch that if you turn the latch too much to remove will break. If you haven't already visited kx170b.com yet, I recommend you do. He explains how to remove the radio without damaging the wafer swtich. Pluse he has a whole section on "weak" radios. The quick summary of that section is, it's not the radio. Last step, if you need a radio, throw a post in the for sale section with a Want To Buy (WTB) heading. I did this when I was in need of a new KX170 a month or two ago and had two offers within hours. Maybe those guys sold all of the radios, but that will get you more attention for finding a new radio than the avionics/panel section.
  13. This is the most disappointing post I've ever read on MooneySpace. I couldn't wait to see how you were attaching this to a mooney.
  14. I work in the automotive industry and am currently working on a on a sound deadening automation poject. I will tell you a little about what I know about sound deadening without getting into trade specifics that I can't share. In cars the sound deadening is done with an asphault type material. It's some complex stuff that a chemist would have to tell you about, but as I understand it, it works by cnverting the vibration of the metal to heat. Pretty cool I thought when I learned that. Anywho, this stuff is typically applied in one of two ways. The first is a die cut pad that conforms to the body and glues itself to the metal when the car body is baked. The second is a liquid type material that is sprayed in the car and then baked. Either way, when we try to determine how much of this suff to add or if enough has been added, we measure how much weight is added. The amount of sound deadening you get is a function of how much weight is added and how much surface area is covered.
  15. It's cool the history of some planes. There is an abandoned twin at my home airport. I did some digging to find some info on it becuase I wanted to find the owner. Thought I could potentially buy it cheap as a project or part it out. Found out it was owned by a retired Eastern Airline pilot based in New Jersey. He and his buddy decided they wanted to fly around the world. They modified the plane with extra fuel tanks and got a special operating permit to allow the plane to operate above normal gross weight to make the jouney. Installed a brand new Garmin Nav suite, new transponder, stormscope and HF radio for the journey. The logged their journey on a website that is still active so you can learn about the journey. So cool to see the history, but so sad to see her sitting on the ramp rotting away. Still a beautiful plane even with the ramp rash. She has had a full paint job since the flight around the world. http://www.flightaroundtheworld.com/