Pinecone

Hmm, maybe to start thinking about two separate busses for avionics. Put a nav/com and AI on each. Maybe even a battery back up on one (lower load one). Extra avionics master relays as mentioned. I wonder if there is a way to set up dual alternators to keep one able to power a single bus if something takes out the main bus. Just thinking out loud. And the port to connect a handheld to one of the Com antennas is a very good thing. FYI, Stratus and Sentry have AHRS as well. As well as the ADSB In. So that gives you a backup versus the Aera 760.

My plane is going to Byron for Annual soon. Depending on if there are any other significant issues, I will have him do this while it is there.

You always honor a threat. We were coming off the range near Atlantic City NJ in a two ship of A-10s. And a light twin was cruising by. He rolled in on us. So we responded with hard turn into the threat, then rocked our wings. This is the low altitude ROE for training threat response. It shows you saw and responding but keeps planes from hitting the ground being more aggressive. He responded by pulling off and rocking his wings. I don't know about him, but I was grinning. No idea who it was, but they obviously had some fighter experience.

You are a smart man. We "shot down" MANY F-15 guys that thought they could turn with us (A-10 guy). But a corner velocity of 325 makes for tight and fast turning aircraft. The way I found a fight got slow is if it went neutral and into a vertical scissors, as you each try to pull to the other guy's high-6. One of my defensive rides at LIFT in the AT-38B, a merge did this, and then I saw the stab on the other aircraft flopping back and forth with no nose movement, I rotated out of the fight and took off 45 nose low, inverted and hit about 0.99 MACH. From defensive, a clean separate is a WIN. That was a fun ride. We were make on initial with Min Fuel and logged a 0.7. Nothing like burning a LOT of gas in a short period of time.

Why all the air to air training for a bombing mission? Why pop flares for radar missiles? Why not just say they were IR missiles? Use the Force Maverick........ Hmm, is this not a remake of Star Wars attacking the Death Star? Which is a remake of 633 Squadron attacking the rocket fuel plant, which is a remake of Dam Busters. The best I can say is, it was not as bad as I expected. But I will not be watching it over and over. Oh, and what fighter pilot is going to bet PUSH UPS??????

If some is really interested, they should look at that parts catalog as see if there are any differences in parts between the 205s and other J, K, and later models.

Why the preference for XM over FISB weather? The only experience I have with XM weather was with a older Garmin auto GPS with built in XM.

I got a Redline Sidewinder for moving mine around. My hangar and ramp are pretty flat, but there is a lip where it transitions from the asphalt ramp to the concrete hangar floor. I cannot push it over that lip alone. I winch would have worked. But the Sidewinder helps get it out of the hangar.

They came in my 252/Encore. With full fuel, I still have almost 500 UL. Taking the plane to Sarasota for some work, I did non-stop NE MD to KSRQ, into a headwind, and had plenty of reserve. Like many things, another tool in the tool box. You don't have to fill them, but you cannot fill your regular tanks more than they hold.

Here is the AC definition of Major Overhaul: c. Overhaul. In the general aviation industry, the term engine overhaul has two identifications (second is top overhaul) that make a distinction between the degrees of work on an engine: (1) Major Overhaul. A major overhaul consists of the complete disassembly of an engine. The overhaul facility inspects the engine, repairs it as necessary, reassembles, tests, and approves it for return to service within the fits and limits specified by the manufacturer’s overhaul data. This could be to new fits and limits or serviceable limits. The engine owner should clearly understand what fits and limits should be used when the engine is presented for overhaul. The owner should also be aware of any replaced parts, regardless of condition, as a result of a manufacturer’s overhaul data, SB, or an Airworthiness Directive (AD). Link to AC - https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_43-11_CHG-1.pdf

I have simplified the scale. Two levels Light - I am OK, not a bother, have an out. Extreme - Anything above Light.

Thanks. I talked to Sensenich, they are a bit over $400.

And the G5. I agree that that little thing is worthless on the G1000 and the Aspen PFD 1000

Seems like several options for Klixon, but nothing right now for ETA. I will have to check with my friend to see if he would be willing to do the word to create the print file. I would need a couple of good ones as prototypes. Hmm, why couldn't you print in the labels, but in clear, then light from behind with a small LED?????

That is an idea of how to install without another switch. I have the two lights in the cowl. The switch is a split switch like a Cessna Master switch. But no labeled with that landing light. I have an LED landing and taxi light installed (thanks Gallagher Aviation) but need to figure out what switch is which light. I want to put in a wig wag, but I have hear that do two cowl mounted lights doesn't help too much as they are too close together, so you don't get the movement effect. So I was thinking wig wag one cowl light with the recog lights.

Nice, just need someone to post a 252 with Monroy tanks. Or, at some point in time, I will do so. Once I get time to do the measuring

Also try Larry at Sarasota Avionics (Sarasota location). He worked on them at the factory for many years.

Thanks. Looking for why to choose one over the other

I think you now get a Compassion call sign. But you have to be able to and remember to change your ADSB ID to match.

I get a 404 error from that link.

Which system for wig-wag? Max Pulse? Pulselite? Other?

I have the AOA enabled in the Aspen 1000 (it was that way when I bought it). I have NO idea how/if it works. I just check airspeed. I would like to install Alpha system with indicator on top of the glare shield. Flew with AOA in T-38 and A-10 and really liked it

It doesn't need actual knowledge to make a You Tube video. And even the good ones get it wrong. One popular Aviation You Tuber is sure that in a coordinated turn, the two wings are producing a different amount of lift.

Maybe if I have a reason to pull the tach. I can tracking the original tach hours and the JPI, and will adjust so that they match As I stated, I set the JPI to 2500, and it reads a bit high. This is a 252 converted to Encore. So original red line was 2700, now 2600,

There is the AOPA VRef site, which does correct the value based on condition, avionics, hour (total and engine and prop), and other installed items (Monroy tanks etc). It was pretty close to what I paid