shawnd

+1 to Lance's comment about GeeBee. Unfortunately, it looks like he is no longer on this forum?

Thanks everyone. After reading through the feedback, I am going to keep the KI-208 installed and connected to KX-165 for now.The GI-275 system will be connected to the GTN750. I am contemplating having the installer add a switch to instruct the KFC-150 AP which NAV Source to use, cons being getting confused in the rush of things and have AP be driven by nav2 while I am looking at Nav1). Might be better to practice and hand fly if nav1 fails. Here's what I am thinking for failure scenarios: Two installed GI-275s with revisionary mode and battery backup. I will always have attitude information if any unit fails. If the HSI fails, the ADI will show heading and lateral/vertical guidance, see picture below (agree w/ @kortopates thoughts from the other thread ) If I loose power from the aircraft, battery backup on the ADI will kick in to keep one unit operational If the GMU-11 magnetometer fails, can use magnetic compass but likely ask for help with course correction from ATC. Will ask if its possible to add a backup one. Moot point if it requires system power. If GTN fails, KX-165 becomes the navigation source If KX-165 fails, don't care but expedite landing Reason to keep the KI-208 for now is that there is not much point to removing it. If I am going with the bigger displays, probably have the integrated EIS as well. Once I get the IR and have flown for a bit, I will be looking at adding a bigger display like the G3X and the existing 275s will be come backup at the time adding sufficient redundancy. Similar to @donkaye's setup. Also looking at 650 upgrade for the KX-165.

Thanks Flash, adding a link to your thread so others can follow if interested:

@redbaron1982 Took up @redbaron1982 on his offer

In windy conditions, the jar on the asphalt or on a box has a tendency to flip over

@PeteMc thanks for the detailed scenario - do agree that its nice to have as a backup. But I am addicted to monitoring my CHTs and EGTs meticulously given my engine runs cooler than normal (after a near OH as well). I prefer the JPI 900/930 for ease of readability which is why the extra panel space would be nice to have. The alternative is to keep the KI-208 and use a smaller 275 EIS.

Getting two GI-275s with support for revisionary mode. (should have clarified). So in this case, AI will be able to show the CDI at least from one source. Shop is checking if it can do 2 but that might be too much data in the 3.25" screen.

@MoonFlyer68 Thank you! Next, search for who can 3D print this thing for me. @Pinecone can you make 2?

(moved from general to avionics/panel - still looking for some opinions/guidance) I have been given the option to remove the second VOR CDI (King KI-208) as part of an upcoming GI-275 AI+HSI installation. This would be possible because you can have the GI-275 HSI show both NAV1 and NAV2 navigation sources simultaneously. Goals are to train for and fly the aircraft in IFR in the near future. For the experienced IFR folks in the crowd, how important is it to have the second separate CDI? Most approaches I imagine will be RNAV GPS approaches but for those rare times that require possibly following one radial and identifying intersections along the way using another radial, I could guess it may help? Ex: https://flightaware.com/resources/airport/KEMT/IAP/VOR-A. I believe the merged CDI solution would also allow it but might be a bit tougher to spot when it centers? Don't know since I have never played with this scenario on an unit before. I have a GTN-750 that could help identify those intersections as an alternative. I believe we can also utilize ATC's help to identify the intersections along the route. Reason why this is attractive is the 6.5"x6.5" space that I will get by removing the second CDI will let me bring the engine monitor next to the 6 pack requiring less head movements during flight (which I am told is a good thing during IFR conditions). As always, any help and suggestions appreciated!

Hello Mooniacs So what's the most effective way to drain the gascolator for those who have it. Placing a GATS jar typically does the job on a no-wind day, but those don't happen quite that often. I have tried placing a funnel on top and trying to balance it but most of the time this approach has failed me. Curious what others have been doing to avoid spilling our favorite juice on to the surface. Shawn

For access to the doc, here's the link to the page at our favorite governing body's site. Good read. https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/1028826 For future reference of what is considered preventative maintenance: https://www.law.cornell.edu/cfr/text/14/appendix-A_to_part_43#c

@gacoon very good observation. Gotta love the MS community!

Thanks for the pointer to the article. Like the format.

Okay thanks, will do it in 15 hours which will make it at the 25 hour mark. Shawn

Good point! Just finished the 10 hr post-breakin oil change last night and did the post mx ground run to check for leaks. Would you consider it okay to wait for another 15 hours if the oil filter inspection results are nothing out of the ordinary? The plan is to do oil change, borescope and compression tests with the A&P at the next checkpoint. Thank you as always!

Thanks Eric! Makes sense. All my previous changes have been done by my A&P. He will be helping me with the oil filter inspection this time as well so will log that line.

Anyone have a picture or text of what an owner maintained logbook entry looks like? I know the requirements are listed in https://www.gleim.com/aviation/faraim/?leafNum=43.9&terms[0]=runway but how detailed do you get with oil changes? Do you sign your name and put "Owner of this amazing bird" in place of the certificate number?

Call and check with them to see if they can do it - if they can, I would recommend them. Had mine inspected and they are thorough. Great to work with.

This one advice is often missed when you get too bogged down on finding a good deal. Of course, the price matters but this plane will be your baby, esp. if it's your forever plane. You will be spending a lot of time in the hangar working on "your plane" or showing pictures of "your plane" to others. And of course, your wallet will get lighter as the months go by b/c of "your plane". You may even start justifying a few extras to your significant other and they will relent b/c they know its "your plane". So make sure it's the one that grabs your attention as Pinecone said and the one you really desire. I was initially looking at 231s but when I ran across my 252, I knew it was mine - and I have enjoyed every single day of ownership. Perhaps I am a bit too romantic about these beautiful birds

I fired up this old thread to hopefully get an answer for a fix or spare for the vacuum bellows assembly people started responding to years old responses, though does have valuable data.

Yeah very likely no new ones but was wondering if there’s working spares from parts pile. Or innovative ways to fix it.

I am now in need of the bellows assembly as well for my speedbrakes in 252, p/n: 20412-4-0. The fabric portion is torn causing a leak. Anyone have a spare or have good ideas on how to repair, will be appreciated. @M20Doc?

Do you recommended any specific material for the shims?

Gorgeous plane @Sue Bon. Too bad we didn’t get a chance to get together in Europe. The Berlin trip was fun, flew over Tempelhof and surrounding areas. Next time! And Happy New Year everyone! I am looking forward to flying again after 1.5 years!

+1 on skybolt. You should read this carefully and order the right length. https://www.skybolt.com/wp-content/uploads/2022/03/Skybolt-Fasteners-Catalog-2022.pdf I found talking to them and ordering from them a lot more easier than AS.