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0TreeLemur

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Everything posted by 0TreeLemur

  1. Skip- let me get this straight, because I'm thinking about running wires to the back seat jacks in advance of an upgrade to the same audio panel. For each back seat jack, run one shielded (1 or 2?) -conductor cable for the mic, and one shielded 3-conductor cable for stereo audio? Thx, Fred
  2. What really got me, according to his own words, it wasn't until crash #7 that he actually thought he might die... Cajones.
  3. Wow- piston sonic boom??? Watching this video, at about 6:47, simultaneous with the occurrence of high-speed piston aircraft noise are two low frequency thumps. Probably wind noise on the mic, and there is some in this video, but could a piston aircraft in a dive with mach shocks over the wing produce a sonic boom? Any thoughts? https://www.aopa.org/news-and-media/all-news/2021/july/27/gami-receives-unleaded-avgas-stc
  4. ditto. I've got one from the JPI900 installed in the port cabin air intake nacelle, and the one for the AV-20-S installed in the first outboard inspection panel on the stbd side. Of course the AV-20 temperature probe is more accurate being less influenced by engine heat. Did that on purpose for TAS estimation. Ha. At least I can input that temperature into the GPS TAS calculation page...
  5. Yep- I fly a 155 knot C! I just wish that Garmin would fix the TAS software in the 430W. It reads low.
  6. I find in odd. I guess the consequence of swimming in the NORSEE end of the pool. It's a timer, with lots of lagniappe. Nobody fixes broken lagniappe? Calculating TAS is not computationally difficult. rho= P/(RT) The device measures P, T. R varies slightly with the partial pressure of water vapor in the air, typically less than 1%. Maybe their pressure measurements are not very accurate. If programmed to do so, it could also have altimeter and VSI added to its suite of lagniappe. As @PT20J noted, their use of a 20 knot error bar width means that the instrument doesn't require fixing. I admire their appropriate use of wide tolerance to minimize their risk. Didn't notice that before I bought. The parts that work are fine though.
  7. "finger screen". One of them in my '67C needed replacing when we had the tanks resealed a few years ago. Got one salvage. It is integral with the intake tube, but I suppose a good A&P could put one together. Finger screens are easy to find.
  8. I stopped paying attention to the TAS. The automatic flight timer really comes in handy for fuel tank switching. I usually keep it on the AI when I'm flying on an IFR flight plan. The FBO where Iearned to fly was never a dull place. One March day with ~steady 40 knot northerly winds, the two brothers who ran the place with their dad got a group of us to help grab hold of their Champ and manually move it out of the big hangar and onto the ramp. One brother jumped out after the other started it up, advanced the throttle, lifted off, and proceeded to fly with negative ground speed at about 5 ft AGL. He flew about 100 ft backwards, advanced the throttle to return to the starting point. Then he retarded the throttle, landed, applied brakes and killed the engine as we all grabbed onto it as it was skidding. Like Kitty Hawk in reverse.
  9. Makes Brittain stuff look down right space-age and modern. I love Brittain.
  10. I bought one of the first ones produced (S/N 30), before they were acquired by uAvionix. The TAS and AoA are both wrong. Contacted manufacturer and was told that AoA won't work in Mooneys, and that there is a bug in the TAS calculation. The line about the AoA and Mooneys is bunk. I don't think it will work in any aircraft . I've e-mail uAvionix several times about a firmware update for the TAS bug. Silence. When did you buy yours? The stuff that works- automatic flight timer, timers, OAT, V, backup AHRS AI, I really like. I just wish that the TAS readout was accurate. Anybody else get a firmware update? Thx -Fred
  11. Fantastic company to work with. They'll customize placards as well, and make one-offs if you send them a good printable pdf. They are responsive and fast. Highly recommended. The M20 set they sell is top-notch.
  12. I'm looking for a pair of spare elevator servos or boots if anyone has any on a shelf.
  13. The Brittain system rocks when working. You can approach troubleshooting incrementally. First get the PC system working. Next, troubleshoot the nav coupler. Follow that up with the pitch control/altitude hold. If the PC system isn't working, then the nav coupler won't work. As @Vance Harral and @211º said, the pitch control/alt. hold system is largely independent except for a switch/valve in the B6.
  14. Yes. Access through the belly. Do you have elevator servos? If so, I'm interested & looking for a spare set with intact membranes.
  15. Wow, didn't slow down? Failure to think? Configure for a stabilized approach, set power and trim for 500 fpm, after that it's all about using the TC to keep the wings level and pull out MP as you descend to control speed.
  16. Reading this, I'm loving my steam gauges and new vacuum pump right now. The bit about workload increase when things go to hell and the pilot doesn't know what button to push because of lack of familiarity with the system, misunderstanding of the configuration, and/or unread "proprietary" documentation scares the bejeezees out of me. With my steam gauge setup I just revert to training. I don't push buttons, except to activate one of the two alternative AHRS sources on board, the AV-20 or the Stratus AHRS display on the iPad. It seems that big G has a problem at least with that equipment and they don't want to let it be known. I read complaints about "ancient" gyro technology and 2 lb vacuum pumps. They don't require software or specialized understanding of configuration.
  17. This system condition of the system is unknown. We need description of the condition of the components with photos to assess its worth. Buying it "as is" would be a major risk, I think.
  18. When I resumed my instrument training in 2019, I picked up right where I left off in 1983- chasing CDI needles. My CFII asked me after a few hours of training "I see you are focused on the six pack and CDI. You've got all this other information, why don't you use it?" My answer was that it "seems like cheating". So, at his recommendation I started looking at the DTK and TRK on the 430W from time to time. Then I started sneaking in peeks at the moving map on the iPad. Stopped me from chasing the CDI needle so much. Still, it does feel like cheating. So much more information.
  19. You need to make a donation to the site for eligibility to post to the classifieds section. It's $10 per year. Plus you don't see ads. \
  20. Update- actually found/acquired and installed Brittain altitude hold with a little help from my friends. Reeeeal happy with it.
  21. Nice pics. Looks worth 5 knots. Can't wait to hear. Thanks.
  22. A MSC that performed my annual a couple of years ago inquired how much hull insurance I carried. At that time, I had about 60 amu's on our C. They advised that I increase it because of the way insurance companies operate. They'll only pay up to about some percentage (~60% others may know better) of the insured hull value for a prop strike or g.u. repair before they total it, write you a check, and sell the hull to recoup some losses, leaving you with a gaping hole in your soul where your airplane used to be. Based on what they told me they charged insurance companies for a repair after a g.u. on a C, I raised our hull coverage to 75 amu's. I've heard that hull insurance represents the smaller share of the hull+liability budget. I suggest you think about raising your hull value, unless you don't mind losing your airplane in the unlikely event of a big claim. Best, Fred
  23. I prefer not having it on the yoke. Engine monitor freed up enough real-estate on the right-hand panel to install a ball/socket mount over there.
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