Pinecone

252, I think an option, for dual alternators. Mine has this. One belt driven, one off the accessory case. Small Continental.

Was doing the evening Annapolis race on a friend's boat. A squall line came through. One forty some footer doused their spinnaker, but the halyard jammed (probably a knot) with about 30 feet of halyard out. Mast hit the water, stood up, wing caught, mast hit the water to the other side. This happened about 5 cycles before someone was able to cut the halyard loose.

So how about Continentals? And most people seem to recommend 25 - 35 hours for turbo engines. Oil and filters are cheap compared to an overhaul.

IO-390 is supposed to be a one for one swap with IO-360. So not mount and frame changes. Just refurbish. Not sure the cowl would be that expensive if the factory was making it. And they would not be paying the profit on it to themselves. Then add in, new paint, fresh interior and replacement of all the moving parts, it would be expensive. Also update panel and avionics. And how much would people pay for a factory refurbished airplane? $250,000??? It didn't work very well for the couple of companies that tried this with Cessna 172. And that market is HOT.

Yes, volts, edited. The lithium can cells are different. They have a max voltage of 3.7 volts IIRC. I think for airplane use, the 20% - 80% cycle is sustainable for max cycles with reasonable performance. And starting duration for pattern work, should be at least 90 minutes. That allows a 1 hour lesson, with some slack, and taxi out and taxi back without pushing.

Based on what? And do you include turbo motors in that also?

Lithium batteries charge on Constant Current/Constant Voltage curve. You start charging a desired amperage, typically a multiple of the capacity. So a 100 amp hour battery would charge at 100 amps (1C) or 200 amp (2C), etc. The higher the charge rate, the faster it charges, but the hotter it gets. And the lower the number of cycles. Once the voltage gets to the maximum for the type of cell (4.2 volts (edit) for the lithium polymer cells), the voltage is held, and the charge rate goes down. That changeover point is 80% capacity. So, charging to 80% does 2 things. It increases the number of cycles the battery will last. And, it makes the charge time shorter, as you are charging at a higher amperage. Due to being life limited by the number of charge cycles, for longest life, it is best to run them down to no lower than 20% and then charge. A charge from 60% to 80% counts against the life.

They have the radars and the mechanics. The issue would be getting the STC approved for enough airplanes. And at a price that people will put them in. Looking at Garmin Marine radars, they have 18 inch long antennas. The total height, with mount and radome is about 10 inches. Looking at the open antenna types, the height of the actual antenna doesn't look that tall. But those radars do require a moving antenna. We would probably be better off with a phased array antenna.

The thing is, with % capacity, you have to know what 100 means. AFAIK, 100% charge on a cell phone is actually 80% of full capacity of the pack to increase the number of cycles. Hmm, on an airplane, you can put out a scoop and get some nice ram air for cooling.

Thanks.

I meant with a bottle jack. Nothing fancy, just get the a gap to remove the wheel to change a tub or tire.

A 30 minute charge is not a high rate. That is a 2C rate. One trick is, to not fully charge. That is what your phone does to get so many cycles. They only charge to 80% of the actual capacity. And that also reduces the charge time, since you can rapidly charge to that point. Beyond that point, you become voltage limited to avoid damage, so the charge rate slows. I have run a lot of lipo batteries in RC airplanes and helis. With moderate charge rates. Yes, if you have time, a slower charge rate is better.

Hmmm, what parts would be needed to jack the wing for work on a main?

The good news is, if you replace a part, and it is not the problem, you can put the removed part on the shelf as a spare for when that part actually fails. Making lemonade out of lemons.

For a trainer, it makes some sense. 1 hour duration, 20 - 30 minute charge, that works. But as pointed out, for a cross country airplane, you are always at "full fuel weight." So no flexibility. Yes, if they could give you 1000 pound UL, but that would be equal to 1600 UL with a gasoline powered aircraft.

Somewhere I have a video (on a VHS tape) of a buzzard strike on the windshield of a T-34. Put a very large hole in the windscreen. Covered the front seater with bird guts, impacted his shoulder, doing some damage. Then back and spattered the back seat person a bit less with guts and ended up in the back of the canopy.

I use SafeLog Pro, but also keep a paper log book. I leave my paper log book at home. Log flights electronically, and then add them to the paper book later. Sort of the same idea as leave the aircraft logs at home. I used to use AeroLog Pro and had a LOT of flights logged in it. Since it is not well supported now, I switched. Safe Log was able to take my Aero Log datafile and convert it to import into Safe Log. I used to mainly keep flights in paper book, and later put then in the electronic one. I lost my last paper one in a crash. And when I imported my electronic log info, I found I was missing about 2 years of flying. That is why I swapped and log electronically primarily. Safe Log Pro syncs the data with a cloud file, plue it updates the data on each device. So I have my data on two desktops, two tablets, my phone, and the cloud.

Yeap. I use my phone to take a picture after every flight. That is easier than trying to read the dang thing.

The meter looks like a Hobbs. But at least on my 252, it is driven from the tach at a varying rate based on RPM (tach time). Yes, Garmin EIS can be primary, so you don't need tach, MP, fuel flow, etc. The Garmin EIS should have a setting for the base RPM for the tach time.

OK, thanks

I can't point you to it, but I seem to remember on where the shop did try adjusting the gain and it fixed the issue, but Garmin said to stay within the STC, it had to be set back. It may well be that the G500 is a bit more picky. Hopefully, Garmin will put out some airframe specific guidance to the shops about the requirements as they learn them.

I have read in other threads, that a slight tweak in the gain setting solves this issue. But in certified aircraft, you cannot do this legally, as the STC specifies a certain gain setting. The experimental guys can tweak this.

Why are you taking the drill out?

Mine is not that dissimilar. But I use the mount with the ball pointing to me with the double jointed arm. https://rammount.com/collections/airplane-components/products/ram-b-121bau https://rammount.com/products/rap-200-2u

What iPad mount is that?