0TreeLemur

Let me know if this still works for you. FF tech support told me yesterday that FF has always required receiving ADS-B data in FF mode, and has never supported the GDL90 Capstone ADS-B format. I call B.S. because my setup with IFD540 and FF connected as clients to the Stratus worked from Sept-Nov. of last year, but doesn't now.

Thanks. I read that Sunday while doing research. I had it all working until FF boinked up their shizzle.

Downloaded and installed. Testing with Stratus in open ADS-B mode.

The Avidyne 10.3.1.2 software upgrade specifically allowed an IFD to get ADS-B traffic info from a non-certified Stratus 3 or Stratux. It was a big deal. Doing so requires use of Capstone (GDL90) open ADS-B standard data format, which the Stratus 3 can send over wifi. This makes the Avidyne a client to the Stratus, just like the iPad. The iPad used to show traffic as a client connected to the Stratus 3 using the GDL90 standard. Still does at start up. But as soon as you hit "Cancel" on "Change to ForeFlight" on the iPad it stops. I've done a lot of work since last summer getting this to work. Something has changed in ForeFlight. The Avidyne has nothing to do with the problem I'm seeing.

When a software company takes away features that I rely on, I don't like it. When asked about why something doesn't work that used to work, and they reply "it never did", that pisses me off. Short version: In August I upgraded Avidyne IFD540 to s.w. version 10.3.1.2 so I could display traffic from stratus using Open ADS-B comms. As long as I hit "Cancel" on ForeFlight when it wanted to switch the Stratus to ForeFlight mode, it displayed traffic on the iPad too. Recently that stopped working on ForeFlight. When I asked Boeing about it, they replied that it never worked, which is Bull$hit. They took that feature away. I've been using ForeFlight since 2017. I like it. It did what I needed, until now. Which EFB should I switch to? I have an iPad, so I'm not eager to switch to a different platform. I'd also like to use something that runs on my iPhone. It must use the open ADS-B data standard. Thoughtful replies sought. "Stick with Foreflight" is not an acceptable reply. I'm steamed.

You can see the fitment of the aileron push rod from the first inspection panel outboard from the fuselage. You can also inspect the area where it passes under the fuselage and beneath the floor.

Hi Rob, it looks like not a lot of support here for the UBG-16 display. Nothing comparable on eBay. There are some US-8A's that have been listed for a long time. You might consider making an offer on one of those if you see one that looks like will work. Then again, I suppose your UBG-16 without bar graphs is more/less the same thing. -Fred

Another pinch point is in the wing root outboard of the fuselage where the push rod travels through an area that can be congested with wires. The left wing also has the pitot connection. When my A&P installed the JPI OAT probe in the first inspection panel outboard from the fuselage in our C, we struggled with making sure that there was no interference with the aileron push rod. If something came loose in that area it might impede push rod motion. They don't just translate, they also move up/down. Good luck! Let us know what you learn.

I dunno, my first sentence was meant to have a question mark. I've crushed a lot of beer cans, and boy are they hard to uncrush. Some PDR people are absolute magicians. Maybe you can find someone who can do it. Aluminum stress-strain curves have a linear region at lower loading, then a nonlinear region before reaching ultimate strength. Take the load off at this point, and it doesn't follow the exact same path back down the stress-strain curve- hysteresis. So, load history can affect its behavior. Kind of like what @Shadrach means when he used the term "memory". I would speculate that it depends on how close it got to ultimate strength when deformed. If not very close, PDR might just do wonders. If close, probably not. Post before/after pics when done!

Isn't it true that PDR doesn't work on aluminum because if the metal deflects enough to permanently deform it strain hardens. That changes the material properties. They'll never get it back to where it was before, its a different material. Maybe they can make it look a little better, but restoration like on a steel auto body isn't possible.

Back on topic, on takeoff Saturday I tapped the brakes before raising the gear. I noticed a challenge. Just before I advance power to take off, always I move my feet so that they are pressing only on the bottom of the rudder pedals. That keeps me from inadvertently applying any brake while on the roll. To apply brake, I had to move my feet back up to the middle of the rudder pedals. This movement required me to release the significant amount of right rudder needed to keep the ball centered. That caused my climb to wobble in a very un-aviation like way. How do other brake tappers deal with this? Sliding the right foot up the rudder pedal while pressing hard on climb out just doesn't seem doable.

There is a Tcl/Tk 15C emulator that I use on Linux. Daily.

In all fairness to my A&P/IA, I looked over the old harness tonight while at the hangar. It was in need of replacement.

It's a pretty long play list, but all play lists repeat at some time. I think this suggests that MS has "jumped the shark". No wonder attendance is way down over the past few years.

You forgot the parallel axis theorem, needed because the rotation of the gear is happening around a different axis than the wheel axis is rotating. Just sayin'.

That's a really good way to put it. When on occasion I have to use an algebraic calculator, I feel like a fast bicycle racer having to get on a Schwinn with training wheels...

Now that's funny!

My wife and I used to run a small web-based business selling HP scientific calculators to an elite global clientele. Nerds with money who can't go without a replacement when they drop their calculator into the North Sea or some such mishap. We gave it up as our sales declined due to effective emulators on cell phones and retirement of folks who grew up with them. We were left with a significant inventory. Sold it for enough to buy a 430W for our C! I didn't sell all of them though...

I'd be tempted to put a block of cut styrofoam into the NACA duct, and cover it with a bit of duct tape.

Hey- thanks for the recommendation. I ordered from them and canceled my Spruce order.

It was sold by Aviall, a Boeing® Company! I need to get more details.

Not helpful to me now. The person doing the annual told me that the wires are an integral part of the dual mag cap and if one goes bad it requires a complete set. I don't know the condition of the other wires, he only sent me photos of one that was frayed. He's 100 miles from me and I have to rely on his judgment and expertise.

Wow. <bitchmode> What a great profit margin. Spruce wants $260 for it. One of the major avionics suppliers wants $340. I don't like where all this is heading. During my recent annual the A&P/IA found a frayed spark plug cable. Given that I have a dual mag, that meant buying a complete set, which comes with the distributor cap or whatever its called. That came from Aviall, which is now owned by Boeing, and they charged almost $1500 for it. That's an expensive ass set of spark plug cables. </bitchmode>

Hmmm. The dimensions of the 83J seem exactly the same as our '67C did. Same distance between the seats, same distance between the cabin liner and the seats, and I assume same seat width. I'm skeptical of what you wrote.

Not yet. I learned of this after close of business today.