Jetpilot86

I’m with neither my plane or the manual for a few more weeks.

I know an ‘05 Bravo does. 10 minute timer. My ‘95 has the light, need to figure out if it has the timer.

I was told I could, but am having Maxwell do it while in annual this week. I ran out of time for pre annual projects.

I’m hoping to get to OWO myself. Couldn’t make Ocala and my Bravo had just started annual.

Maxwell Aviation in Texas

@OSUAV8TERThe info I'm getting from DMax is that IF the step down is there, they'll just bypass it to keep the light at max brightness. I'll know more in a couple of weeks. I'm not expecting a huge issue, but I wanted to let you know what they had told me.

Ya, I tried it once before I read the POH and found the restriction, would make for an entertaining approach to mins...

Thanks! Also learned yesterday that the 28V birds may not need 28V LED Recog lights as there is a stepdown? setup for them. I'll probably get mine installed at annual and if it's there it will just be bypassed but it might come in handy to know down the road....

When I did my insurance checkout for my Bravo in a G1000 Bravo, i just cringed at how much wasted space there was on that left PFD. Admittedly, I'm used to a PFD/MFD combo right in front of me and just didn't like having to look "so far" over at that middle screen for NAV stuff. Liked the G1000 best in Emergency Mode where I ended up with the PFD/NAV stuff right in front of me. However, there a definitely a few things I don't have in my G600, that are on the G1000 I wish I did have...

A seal of some sort was my first thought. Figured I'd ask here before crawling around under there. Also, you had asked about my T/O FF awhile back when I was talking engine stuff, 29.1gph the other day. IIRC, that was inline with what you were saying it should be.

Was out flying last night and it was 0dC at altitude and the heater wasn't doing much for me. Some of the reason is probably the leg well vent leaks air around the edges on the sidewall when the vent is closed. I was getting warm air from the vent below the throttle quadrant and the rest of the vents, on the right, and the ceiling were closed. Anyone have experience with this?

When it failed, it lurched it's way 1/2 way up then retracted. I ended up pulling the breaker since having one up is a no-no per the manual. The other day I was looking at the left one with the switch pushed by accident and I could hear the motor? trying to engage the SB itself, but it wasn't moving. Hopefully, your solution will fix it. Before I bought her, she'd been sitting out for almost 2 years in the NE waiting for parts from Mooney leading probably to this and some heavily oxidized paint. The SB's worked fine on the test flight, of course....

If I ever get to use mine I'll let you know. My left one failed on the first runup when I picked up the plane out of prebuy as the new owner. Hoping it's an easy fix vs the $2k overhaul when I get to DMax in a couple weeks for my annual....

Well, I'm just dense enough to have assumed Isabel was Mrs. Goyer. Clearly I'm asleep, or is it not woke? <shrugs>

Did another test flight last night. I’ve got a bad EGT probe that DMax has to deal with in a few weeks but my 30 SFOH Bravo engine had all the rest of the EGT’s peak within a second of each other, at best a .2 spread. I’m assuming I have non-GAMI’s. I only ran that way for a couple minutes, but ran nice and smooth at 27”/2300 Key #50 @ 9500’, 10dF LOP as well. 165ktas just under 15gph. 382°F was the max CHT on #6 Oil was 190° & TIT was 1590°. Before, running 2200RPM, felt LOP was “rougher” running. Looking forward to more experiments once the Gee-Bee baffles are installed at annual, and I swap to some FineWires. Thinking I may not need GAMI’s just yet.

I've got a G600 PFD/MFD and I swapped out my 430/530 combo for an IFD 440/540 combo. The 430 to 440 will be plug and play, Assuming Garmin didn't make the 275 so it will only play well with other Garmin's, the key will be making sure the data transfer settings on the 440 match the 275. I had some issues when the 430 settings were copied over to the 440. The 430 was on low speed and the 600 was high speed data. For whatever reason, the Garmin's didn't care about the mis-match, but the the G600 didn't like the data coming from the 440/540 at low speed. Course pointer was at 360 no matter what direct was. Once that was sorted, I have 100% of the functionality I had in the Avidyne's as I did with the Garmin's on my G600. I can't remember if the 650 gets you the same Airway building qualities as the Avidyne 440 will have out of the box. Depending on the type of flying you do around busy airspace, may make a difference. Once that was sorted out I've been very happy with the Avidyne's so far for much less than getting the Garmin equivalents. The upgrade to the 440/540 was a net 15 AMU's, for both after selling off my old 430/530. That was for Avidyne OH'd units with a New Warranty. The 440 is nice redundancy for the 540, but overkill for a single in my opinion. I may end up downgrading to just a nav/com and using the excess AMU's for other projects, but I haven't dug deep into that just yet. HTH

As a former Texas resident, I’d forgotten about that one. Can’t recall what FL is in comparison.

My first disclaimer is to talk to a PI attorney to see what they do/would go after. My research has indicated to me that if you have net worth, it will be gone after, ESPECIALLY if there is not enough liability insurance to cover/offset the value of your assets. The insurance company is supposed to isolate you from that to the extent of your limits. A paid off house and paid off airplane, as assets, especially in our inflated plane market, are almost certainly targets. If they have leans, I’m not certain if they could take the asset, and leave you with the leans. Refer to my disclaimer above. PI Lawyers want EASY money unless they have a chance at monster money, I’m talking corporate level money. But as I understand, the insurance, no matter the kind is designed to isolate or minimize your assets from a judgment against them. Based on that assumption, low liability limits would only encourage PI attorneys to go after whatever assets you have. Your “judgment proof” scenario would require no/low insurance AND no assets. As part of the policy, your insurance company should require the other party to release you from further liability once they pay, as the insurance is there to pay FIRST, Aviation or otherwise. Now the nightmare scenario here is your incident has multiple lawsuits against you for the same occurrence that the combination of far exceeds your coverage and puts your assets at risk anyway. Not a SME either, but what I’ve learned over the years.

He wanders back and forth across that line in his post. I dealt with the non-aviation side. However, I have an Umbrella and I know it doesn’t cover Aviation any more than my life insurance covers GA. I pushed for as much liability as OR would sell me and that was also $1 Mil. Since I’m new back to GA after a nearly 30 year hiatus, I hope to revisit this next year. I also have a different asset/retirement setup than @A64Pilot and my setup may not be any more appropriate for him, than his for me. Ironically, my Umbrella company offered to sell me Airplane insurance. I declined since even that would not get my Umbrella coverage to cover me with them. If they would have, I’d have added it even if it was not the best quote. At the end of the day, my CFP, also a pilot, recommended enough Umbrella to cover my net worth to force insurance to protect themselves and me as a result. His assertion, He’s also an attorney, is that Judges tend not to let plaintiffs reach beyond large Limits. Unfortunately, there is no foolproof way to protect yourself in the event of a GA incident that gets you sued if you own an airplane. We take more than average risk flying GA, and I choose to up my protection the best I can.

Umbrella is designed to protect your net worth from a lawsuit by making the cost to the insurance company to pay worth defending not have to pay over. Otherwise you are hiring lawyers to protect your net worth.

My Bravo’s POH mandates the switch. I start fullest, swap, then return to fullest for Takeoff.

So what I’m gathering from this is since the Recognitions are not a required light for night flight, owner can change them like the Taxi/Landing lights. The Beacon, and position lights are a bit more of a grey area?

My Bravo was done at WW East in 2015. I’ve only had it a few months, but no leaks.

I did the other side yesterday ,they went in in about 45 minutes. The only difference on that side was that the ground wire attaches to the clamp for the light, which is both easier and harder to deal with. Next, Recognition Lights.

Looking at changing the N-Number on my beast and heard you can get vinyl numbers to put over until the paint job occurs. Any board supported suppliers of these?