802flyer

Mea culpa, I had received some bad info and just assumed it was correct. Thanks to you and @Marc_B for setting me straight, and for the good news that it is field changeable (with the dataplate marking as you say)! Sent from my iPhone using Tapatalk

This is correct with regard to the physical mounting of the unit. But it is programmed to then fire at the “proper” number of degrees BTDC for the given engine. And since the programming is done by SureFly, one has to choose either of the “proper” settings for the IO-360 when ordering. Sent from my iPhone using Tapatalk

Reviving this old thread to see if anyone can comment on the original question after a few years of experience: Have you installed a Surefly at either 20 or 25 degrees, and what has your experience been? A crack was found under my #2 cylinder at some recent maintenance, so my engine is getting overhauled and I'm likely to put a Surefly on the left, and trying to decide how to time it. My engine was at 25deg with slick mags, so I'm inclined to stick with 25 unless there's data/experience suggesting that 20 is the better choice given Surefly's timing advance feature. Thanks!

Quick thought on the wet vs. dry rate topic: A club that I used to fly with charged a wet rate, and reimbursed fuel purchases at a fixed dollar-per-gallon value that was roughly average for our area (updated once or twice a year to track the market). So if you end up going out of your way to buy fuel cheaper than the assigned rate, that actually brought your cost down for the trip; if you decide to visit the most expensive FBO at a Class B airport, you've still got skin in the game when buying their $10/gal fuel. At the end of the day, the club is paying fair market value for fuel, and individual partners still get some autonomy in their actual fuel costs for their given trips. If a member asks the plane be left more/less full than usual, hopefully you've set the rates such that your home field's price is aligned with the assigned price, and therefore debts between parties are not worth calculating (plus everyone knows the reimbursement price ahead of time, so they can plan accordingly when deciding to tanker fuel home, asking for tanks to be left low, etc.). Seemed to work really well.

If you have the LEMO headset, you can benefit from the convenience of panel power whenever it is available, but still easily connect it to a GA Plug plane with the $40 adapter referenced above. If you buy the GA plug headset, you’re stuck with GA plugs and batteries in every plane. I don’t see a reason not to buy the LEMO headset and GA adapter if you regularly fly in a plane with LEMOs. Sent from my iPhone using Tapatalk

I believe the GPSS algorithm makes the steering commands based on real-time parameters such as speed (i.e. start the turn earlier if you’re going faster), so I doubt you can test it on the ground. Sent from my iPhone using Tapatalk

Yes it should follow the lateral course of GPS approaches in GPSS mode (pedantic clarification: the glide slope is the vertical portion and would depend on the approach mode of your autopilot). Just make sure you have the KAP 150 in heading mode to use GPSS, as GPSS will not change the performance of NAV mode. Sent from my iPhone using Tapatalk

What autopilot? Was the autopilot and/or G5 pre-existing? If your autopilot previously followed a heading bug, and the G5 is allowing you to turn on GPSS, then you should be able to put the autopilot in heading mode, activate GPSS on the G5, and sit back while the plane flies the turns for you. Sent from my iPhone using Tapatalk

If they have one on the shelf ready to exchange. Nobody I spoke with had an A1A available for that option.

This is in line (both price and lead time) with the half dozen quotes I received in early November. Sent from my iPhone using Tapatalk

Sounds like they are receiving/shipping small batches at a time

Ordered one from LASAR in the Spring and the 35wk wait time was advertised at that point. Just emailed Heather to ask how things are coming along. If they're still advertising 35wks, that makes me a bit worried that the Spring order hasn't gone though yet? Will see what she says and report back.

Yeah I flew from Maine to Oklahoma last month when there was a giant system over the Great Lakes. It was faster to fly south to Virginia and then turn west rather than going direct. Crazy stuff. Sent from my iPhone using Tapatalk

Agreed. The field of view required to capture the wing seems to make the colors a bit less dramatic

Agreed. My MVP-50 has a Voice Annunciator that will ping and then tell you “Check RPM” or whatever parameter is out of range. There’s a hardwired switch to turn it on/off and to acknowledge the message to make it quiet. Between that and the auxiliary Caution and Warning lights just above my PFD, it’s hard to miss when the monitor is upset. All of that said, it can be a bit annoying as I too will get yellow-range oil pressure briefly during the first take off of the day, and it warns me when my RPM is in the avoid-continuous range when transitioning to land. So I think my greatest risk in missing something will be due to alarm fatigue rather than lack of engine monitor (literal) bells and whistles. Whenever it lights up, I try my best to scan the whole monitor screen for other anomalies; the voice annunciation is helpful to recognize atypical alarms (I have the EI connectors that like to loosen up occasionally, and have been startled in cruise by a “check cylinder head temperature” alert when one decides to go intermittent). Hopefully if something bad happens I’ll have the presence of mind to look carefully and catch it quickly. Sent from my iPhone using Tapatalk