0TreeLemur

My attorney would argue that "Permanent" means that is affixed to the aircraft in a way such that it is "lasting or intended to last or remain unchanged indefinitely", which is the dictionary definition, as opposed to "Temporary" equipment everyone would agree an iPad-like device typifies because it is intended to be installed in the aircraft on an occasional basis and is not assured to be installed during every flight. The flaw in the interpretation of "Permanent" put forth by @Marauder stems from the fact that the Davtron M811B that I replaced did not display the time "Permanently" by his definition because it has modes to show the engine time, stopwatch, or whatever time it was set to. The Davtron M811B would not pass @Marauder's definition of "Permanent". However, because the M811B is certified, it is clear that a clock that meets 91.205.(d).(6) can have different modes other than showing the current time. I have found the flight time display shown in the photo above very useful, as it helps me switch fuel tanks at the desired interval. In a high workload environment, I could easily switch the display to the time and leave it there, and need no other function on that device. Unless a vacuum failure occurred in IMC. In that case I would (1) declare an emergency, (2) switch the AV-20-S to display its attitude information, and (3) ask the controller what time it was if I needed to know. BTW- I am not a lawyer but I have worked with a few from time to time, and I find them wonderful people to interact with and learn from.

Here's my take on this. I replaced the Davtron clock with the clock/timer in the Aerovonics model AV-20-S that shows seconds, as a minor modification as is allowed by FAA letter 100S-GA-10-53. This was confirmed as a minor change in non-transport category aircraft in FAA letter 100S-13-31. The attached photo shows the format for the timer display, but the GMT and LCL time display options look exactly the same with HH:MM:SS as required by FAA 91.205.(d).(6) . Period. Incidentally, this AV-20S clock/timer that shows a digital representation of hours, minutes, and seconds, is also capable of showing a bunch of other information. But it is fundamentally a clock. The FAA has said that a clock need not have only time-keeping functions in order to be considered a clock. It is widely accepted that the time representation on a GPS would be accepted as a clock if the seconds are shown. Therefore, the AV-20 is a suitable clock for the purposes of 91.205.(d).(6) regardless of any NORSEE approvals. I think a decent lawyer could convince a jury of that so I'm not worried about it.

Howdy Mike, This is what fit my '67C. If you don't have bladders, this is what you need too, I think. https://www.mcfarlaneaviation.com/products/product/SA53S/ There was a pretty in-depth discussion of this here on MS earlier this year if you search. Good luck, Fred

Thanks, mate. We just returned from spending Christmas on Dauphin Island off the coast of Alabama near Mobile. On that flight I found that the coolest thing about the AV-20-S is that because it is plumbed into the pitot-static system and has an OAT sensor, it computes true airspeed in real time. I used to calculate it when I was curious and had time, which was not often, using the accessory on the Garmin 430W. Having it on the panel in real time is really interesting because it can tell you something is "different" much more directly than indicated airspeed. Happy New Years to all! Fred

Truth he speaks!

Does Obi-Wan talk to you from that hologram too? What happens if you illuminate it with a laser?

That's a funny lookin' aircraft- the leading edge of the tail slopes backwards!?!

Santa brought us our kids, and a new clock with lots of cool lagniappe for our bird. The PC switch is unplugged because I'm making one of my sons fly. Ho Ho Ho!

Merry Christmas and Happy Holidays to all from Dauphin Island, AL! Photo taken by son.

The overhead rheostat has two issues. First, it can overheat and cause the plastic overhead liner to smolder and burn. This happened to a prior owner of my a/c back in the '90's according to the FAA reports. Secondly, it won't drive some LED bulbs correctly. You should use a pulse width modulator for that. I'm a PPSEL only, use at your own risk.

When we rebuilt the panel in our C last year I found some older (non-LED) post lights on eBay for pennies on the dollar. Replaced the little hot incandescent bulbs with LEDs. Put in a PWM dimmer. Worked out really well. I've tried both red and white LEDS. I've got a mixture, mostly white, a few red. Looks really nice.

Lemme get this straight Paul, @gsxrpilot, you have a box in your aircraft that tells you that your gear are good to go, and the voice coming from this box sounds like the voice of Sam Elliot?? If so, where do I get one? I especially want it if the voice says: "Gear Down, Dude"

The AV-20 has NORSEE approval, which means that it may be installed as a minor modification provided that (... see FAA letter at Aerovonics). I installed it during the annual under supervision of my A&P, who inspected the work and signed off on it.

Having a clock/timer that can help save 'yer arse in the event of a vacuum failure is pretty darn cool lagniappe.

Aerovonics AV-20. A really cool 2-1/2" clock/timer that has a bunch of other features, including a backup AHRS attitude indicator. For less than 1 amu.

Learned a new word today: https://www.merriam-webster.com/dictionary/lagniappe

Any aircraft slows if you pull power and hold the nose up. Imagine getting in a high drag configuration with power just above the MP-triggered alert with the gear up. You could then put the flaps down and forget all about the gear... It happens. Knock on wood. When I first started flying the M20 a little over a year ago I was shocked at how hard it was to slow down. No problem now. You can't slow it down in much of a descent. Slowing involves level flight or climbing for a bit with the power out.

Here's what the 900 looks like on the right-hand side of the radio stack flying over the Grand Canyon I put it over there because it doesn't need to be part of the scan.

I find the gear up warning alert extremely annoying. It creates a level of anxiety in me kind of like this: https://www.youtube.com/watch?v=0cVlTeIATBsI cannot wait to put the gear down to make it stop. Does anyone make a device wherein a hand comes out of the panel and smacks the pilot?

Interesting discussion here from April of this year by @Igor_U and what those numbers entail.

Haven't checked this thread since I started it because I'm at a conference. When I replied I thought there were three replies not a whole bunch. This is really cool. There is factory rep. here at the AGU conference- I visited with him briefly today- tomorrow I'll ask about curves for the short body.

I think seeing the data would be great 'cause I really like that stuff.

In the Sept. issue of MAPA Log Trey Hughes asserted that Mooneys were "built by engineers for engineers". As one of those, I proudly wear my nautical mile wide nerd streak on my sleeve. When re-designing the panel in our M20C earlier this year, a spare 2-1/2" diameter hole was created for a small accessory. I found that the good old Davtron 811B served great as a clock/timer and bagel toaster/watt waster, but not much else. Then I read about the AV-20-S from Aerovonics, which includes engine run time based on bus voltage, flight time based on V>40 kts from pitot-static, count-down and count-up timers, GMT, local time, density altitude, true airspeed, plus AHARS standby artificial horizon, and sensorless AOA, all in a tiny 2-1/2" package. The sensorless AOA display requires calibration. I've spent some time looking for lift and drag (Cl and Cd vs. alpha) coefficient curves for the M20 series, but have not been able to find it yet. Does anyone have such info? Old design reports? Would it be worthwhile to contact the company? Of course I want it for the C, but would take it for the E or F. Thanks.

Interested if a Friday or Saturday.

I've been to Jack Edwards, but not the other two. What are the relative merits of each? I know JKA will likely be 5-10F warmer than Culman, with seafood at Lulu's. Let's here some reasons (in the livestock or destination judging context).