Steve Skinner

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About Steve Skinner

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    Advanced Member
  • Birthday 03/12/1953

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  • Location
    Brisbane, Australia
  • Interests
    Flying, skiing, fishing,boating
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    VH YMB
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  1. It won’t stop at 8. Some engines throw oil on the belly over 9 quarts, mine doesn’t. The logic of not going below 8 is about volume available to cool the engine. The Bravo oil has a much larger task than most due to its requirement to cool exhaust valves. So between that and the turbo you get a 25 hr mandated oil change. Personally I’d always top up at 8.
  2. Agree with this (currently Myoko Japan) I will always lower speed brakes once gear is down. I use them on decent approaching cloud. Use them at the FAF to get to gear speed. Use them when given a “reach alt by” (9000 by bla bla) Definitely don’t use them at night near a thunderstorm at 19000’ to slow due to severe turbulence -they will ice up and won’t retract. Ask me how I know - Atc held me there until I “required lower” There were heavy jets holding all over the place due to the storms overhead their airport. I was just a bystander traversing their airspace. It was 75f on the ground and no ice remaining for landing. Sent from my iPhone using Tapatalk
  3. I start at 10 liters/pints By about 10 hrs I’m at 8.5 I add a pint and that gets me 25 hrs. Apparently I run my engine at higher power levels than some at 31/2400 1600 tit (100rop) = 19.5-20g/hr the last engine made it to TBO without issue and still had compressions around > 73/80
  4. Set at installation. The avionics guy came for a test flight to confirm he had guessed correctly he had G5 and Txi showed level flight at cruise Sent from my iPad using Tapatalk
  5. Yes. However the issues with thE AHRS are a Garmin problem. The magnamometer is still anybody’s guess Sent from my iPad using Tapatalk
  6. So 9 hours this week on the new new panel. Have discovered that the “heading fail” starts not long after raising the gear and goes away when I lower the gear. So may have to move the magnamometer as it’s obviously magnetic interference. Had Ahrs fail inbound to Tamworth on the return from Melbourne. Message was “lost barometric altitude” So it took what seemed like 10 seconds to figure out that the autopilot wasn’t doing what it was supposed to do and that I had a G5 with baro alt on it. The Txi screen showed gps altitude above the X’s which was all over the place. I took a screen shot and sent it to the avionics guy. He said the fail certainly got Garmin’s attention Was good practice to understand what was going on. Take off auto pilot and fly by the G5. I think I still had wings level with auto pilot on but saw that VS and ALTc had been replaced by the 2 big red X’s. Not having a clue what altitude you are at in controlled airspace made the heart pump for those few seconds before mentally changing to the G5. I had been flying manually earlier in the flight with the auto pilot breaker pulled as Garmin were trouble shooting the magamometer. Sent from my iPad using Tapatalk
  7. Mine does not. However I got the tech to squeeze in a tit depiction into the strip so I guess anything is possible. I would have thought it only important to a shared aircraft. You know the numbers that you fly. Sent from my iPhone using Tapatalk
  8. No. The EIS unit is an add on the the TXI to replace engine gauges and the TXI just bluetooth it to the iPad via 750. Those that retain their primary or have the JPI replacement don’t need to spend the $3-5k for the EIS unit Sent from my iPhone using Tapatalk
  9. I agree. I think we are used to “numbers” which seem to make us more comfortable. I mentioned in an earlier post that the EIS page didn’t seem as important as the old gauges but of course it is. I kept looking over at the iPad to pick up the numbers. Sent from my iPhone using Tapatalk
  10. New panel in flight. ignore egt difference (no 3 plug, rh mag failed in flight) Ignore “heading fail” (work in progress) new iPad on pax side with live EIS feed
  11. Panel whilst flying Ignore “Heading Fail”, ( still trouble shooting) ignore high EGT on no 3 (looks like a failed plug on right mag) iPad on pax side showing EIS feed TAS about 190 at 18 gph running a bit richer than normal due to Plug problem. Sent from my iPhone using Tapatalk
  12. We’re down to either interference from the auto pilot or alternators He degaussed the whole area around the magnetometer so he’s hoping that could be the issue. It didn’t fail with the lights on and I had every light on. He’s allegedly fixed the fuel flow. So with 5.5hrs and 11 approaches I’m getting there. I’m putting an iPad mini in the spare space on pax panel which can be used for EIS or watching a movie. 8 hours next week then I’ll turn on SVT trial. Not much point at 18000’ to and from Melbourne. Sent from my iPad using Tapatalk
  13. Thanks Don I was running with everything off including strobes but I’m wondering if I need to pull the breakers rather than just switch off. You don’t normally cruise around flashing like an ambulance do you unless down low? How did you work out it was the lights and were they on. Sent from my iPad using Tapatalk
  14. Tech hasn’t yet turned on SVT 11 hrs free trial but I’ll no doubt purchase it. I won’t be adding chartview at this stage as the MPD map page shows great situational awareness. So rather keep charts on iPad on my yet to be purchased yolk mount. The EIS to iPad will be going on the pax panel. It updates instantly and shows exact numbers of all instruments. Don, what bugs did/do you have with your installation. I have 2 Fuel flow is off the charts and not correctable by calibration and intermittent HDG FAIL. Garmin say this is electrical interference. I’ve turned off everything. Only 2 things remain 1of which I’ll try on Sunday pull auto pilot breaker and turn off fan at front. Sent from my iPhone using Tapatalk
  15. Hi Mike, The more I think about it the more I suspect trim motor. I would have thought the TXI wouldn’t allow excessive bank and excessive climb angle if everything was working correctly. But I’m not sure what the limits are. Think set at 45 deg but need to check vertical angle. I’m flying to Melbourne on Sunday with a stop at Wagga Wagga for coffee. They have an ILS so I’ll give that a shot. Annual is due so will be trouble shooting trim on return. The only times in the past that the trim motor wouldn’t run (and every time) is against pitch up on a go around if not preset correctly b4 adding power. In these instances I’ve had to manually roll trim wheel whilst applying bench press weight to the yolk. It only surprised me the first time. The engine advisory warning will be a great advantage when my parameters are correctly set (pilot programmable). Currently due to the fuel flow being at least 220% out it keeps telling me I’ve got none. Sent from my iPhone using Tapatalk