Cruiser

where did you mount the EBB58 ?

6 hours ago, Tom said:

The physician signing off a BasicMed applicant is saying that applicant's medical history does not contain any information that is in conflict with the entire body of aeromedical scientific literature (i.e. that which will be called upon in a lawsuit), or at least customary practice in the field of aviation medicine.

Tom, I have to strongly disagree with this statement. 

First, the applicant is presenting themselves with a valid FAA medical that had been previously approved.

Second, the only medical history relevant is that which has occurred since that last valid FAA medical

Third, you present a SI condition as a cause for denial when if fact the SI is actually an approval by the FAA Medical headquarters

Fourth, the FAA reserved four key areas of medical health that the BasicMed cannot be issued

and Finally, the examining doctor is only certifying that he completed the examination in accordance with the checklist provided by the FAA and that based on that examination he is not AWARE of any medical condition (existing at the time of the exam) could interfere with the individual's ability to safely operate an aircraft.

It baffles me why there are so many complaints about BasicMed. 

BasicMed is a huge step forward for many GA pilots that will benefit greatly. Others, not so much. 

Maybe some physicians will not participate but many others will. Does it really matter?

The result is we have one more option available that gives us greater control in decision making, reduces bureaucracy and eliminates the fear of denial from a faceless FAA in Oklahoma City.

Chris, I am still working on a location for the RSM module. In fact the installer now says I cannot put the MFD RSM inside the wing and be legal for IFR. Something about the temperature sensor is used for the airspeed and needs to be mounted externally. ????

I marked the picture, it is the best location in the preferred area but it is still within the 18" limit for that big COM antenna 

Forward of the COM antenna is the baggage hat rack, not supposed to put it there. 

Any other suggestions?

SOLD

My maintenance manual has schematics for the wiring but it does not include the annunciator there is a note to "see XXX" for connections.

It would seem that there are two different annunciator panels. A single unit with two rows of warning lights and a double unit with four rows of warning lights.

The top two rows (one annunciator) is the standard aircraft warning. Gear unsafe, low fuel, Pitot heat, Alt volts, start power, Alt Air etc.

The bottom two rows (second annunciator) is for navigation warnings. Marker beacon lights, Nav, Msg, Gps, Apr, Wpt, Actv, etc. These are the ones I am looking for. They are not shown on the maintenance schematic.

The units are International Avionics Inc. boxes and the part numbers are different for the two units. 

Does anyone know what the pin outs are for the Mooney annunciator ? 

I have the International Avionics Inc. model # 9450559001 it is Mooney part # 880090-501

A schematic would be nice but the pin outs are most important. I am looking for connections to the GPS/NAV, WPT and APR warnings.

The good ones show up here first and don't last long.....

Mine are called "Descent rate control (electric)"

| EMERGENCY DESCENT PROCEDURE"]
In the event an emergency descent from high altitude is required, rates of descent of at least 3,000
feet per minute can be obtained in two different configurations:
(1) With landing gear and flaps retracted, an airspeed of 195 KIAS will be required for maximum rate of
descent.
(2) With the landing gear extended and flaps retracted an airspeed of 165 KIAS will also give approximately
the same rate of descent. At 165 KIAS and the gear extended, the angle of descent will be
greater, thus resulting in less horizontal distance traveled than a descent at 195 KIAS. Additionally,
descent at 165 KIAS will provide a smoother ride and less pilot work load.
THEREFORE; The following procedure is recommended for an emergency descent:
Power. ........................................................................................ RETARD INITIALLY
Airspeed . . . . . . . . . . . 140 KIAS
Landing Gear . . . . . . . . . . EXTEND
Airspeed. . . INCREASE T 0 165 KIAS after landing gear is extended.
Wing Flaps . . . . . . . . . . . UP
Airspeed . . . . . . . MAINTAIN 165 KIAS during descent.
Speedbrakes (If installed) . . . . . . . . EXTEND
Altitude . . . . . . . . . . AS DESIRED
Power During Descent . . . . . . . . AS REQUIRED
to maintain CHT 250 F (121 C) minimum.

35 minutes ago, carusoam said:

Similar fuel economy to an F150 pick-up truck, but three times the speed.

Unfortunately you can't put a piece of plywood in the back.

Best regards,

-a-

True, but it doesn't take 6 ½ hours to get to the grand kids house ........

I can buy the plywood when I get there. :>) 

Sun 'n Fun special.........

new price $6,799

Everyone check here for posts on news and specials from Sun 'n Fun. 

Please contribute to keep all us less fortunate flyers that didn't make it there this year.

Trying to decide on the best location for the RSM mount on the fuselage. 

Those of you that have Aspen PFDs installed can you share the mounting location and method used to attach the RSM unit to the plane?

I have several choices and would like to guide the installer on this issue. He says the backing plate is huge and needs 14 rivets to attach to the plane! Everywhere he thinks it should be will require major modifications to existing internal stiffeners/ ribs and other "stuff"

All input is welcome.

thanks,

Slow down! you are taxiing too fast. Bouncing will stop.

sounds like one of the floats are stuck. Put more fuel in, go fly do some steep turns etc. 

If it does not clear, you will need maintenance.

Engine monitors are wonderful things. You just found out why.

You are now getting data on each cylinder rather than just one. 

Find out which cylinder the original CHT is on, determine how they JPI is also getting temperature from that cylinder. 

I am not familiar with the engine but CHT is controlled by two things, internal engine generated heat and external compartment cooling (cowl flaps, baffles etc.) both are very important.

I ordered new shock discs for the Ovation this year since I was told at the Mooney PPP last fall that the reason my middle gear door and the outer gear door were touching was the shock discs compressing too much. (made sense)

Well, the plane is in annual and we just finished putting the new discs in.......  NO DIFFERENCE on the door fit. I still have interference. When the plane was raised on jacks, an effort to grab the shock discs and twist them in the retainer showed they retain plenty of shape so that they CANNOT be moved when twisted (a test I was told to check for replacement) In fact after doing some measurements and checking it would appear that the new shock discs did not make any significance difference. (I was hoping my landing would improve)

I did get a chance to do a thorough cleaning and some paint touch up in the wheel wells and main gear components. On thing found was the tube the shock discs slip over does not have a drain in the bottom. Mine were slightly rusty but cleaned up just fine.

Anyway. Attached are a couple of pictures of the shock disc that were removed. These discs appear to still have some service life. They were installed in June 2009. The plane has always been in a hangar. There is no checking or signs of deterioration.

These discs when stacked as installed measure 4 1/4" as seen in the pictures. I did not think to measure the new discs stacked this way, so I can't comment on the difference to new. If someone thinks these shock discs might be useful to them, please let me know.

buying time means whatever you and the owner decide that it means.

IF the plane was mine and I was the one selling the time it would include a reserve amount for the engine overhaul, insurance, maintenance (oil changes, tires, brakes etc) some general wear and tear and that price would be by the hour meter. Fuel, oil and other operational costs would be the users responsibility.

Garmin GNS 430W , PRICE: $6999, currently installed waiting for removal during upgrade.

INCLUDED:

• GNS-430W WAAS 14-28 VOLT ..P/N...011-01060-00 sn# 23487894
• NEW MOUNTING TRAY
• NEW BACKPLATE
• PILOTS GUIDE
• CONNECTORS

THIS UNIT LOOKS AND WORKS GREAT AND WILL MAKE AN EXCELLENT ADDITION TO YOUR AIRCRAFT

It would be intersting to compare the $/1000 for hull insurance. 

Divide the the premium by the hull value (in thousands). 350,000 for 2787 (for Danb) would be 2787/350 = $7.96 per thousand. 

My quote for the Ovation is $8.47 per thousand (180,000 for 1524)

KX 155A VHF Communication and Navigation Transceiver. 28 V ONLY.

includes KI 203 CDI serial number 36296

This is a nice working radio with great display and cosmetics. No issues. Excellent transmission and reception, and NAV composite, all working.

Part number 069-01032-0201. Serial number 12794. Mods thru 7. marked -99 AB/AD.

The unit comes with tray, back plate and connector.

Price: $1499

1 hour ago, N6758N said:

Is this the model with built in WAAS?

No, requires approved GPS position source

Slightly used. Fully compliant with FAA 2020 rule.
Transponder, tray and connector included. Requires approved external GPS position source, not included.
Will be removed for upgrade of panel.

$2,500

TomK

6 hours ago, jetdriven said:

  I've been flying a /A plane for five years now with a Garmin Aera 500 GPS in a panel dock. Pretty much all the time we get cleared direct IFR to fixes and Ill accept them. Once in Canada, Sault Ste Marie, we were going to Kingston Ontario. Solid IfR, I had to file this long convoluted airways route which is about 50 waypoints. About five minutes after take off the controller asking "can you navigate direct to Kingston?" I replied "I could navigate direct Tokyo if you'd like me to..l.  He laughed and cleared me direct to Kingston and that was the end of it. It was nearly 400 miles away but I guess those VOR's are a lot more powerful up there, I swear it was centered with the "to" flag on. 

That is why they ask........ it's on tape and you become responsible. There is nothing stopping you from filing /A, /B, /C. /G, /anything

It is the PIC responsibility to decide if an ATC instruction can be followed. i.e. "unable"..................

(all above written in the context of legal vs practical)

54 minutes ago, midlifeflyer said:

Yep, that was where the topic was heading. You and I are in complete agreement.

...although if it were back then, no onboard GPS, and I needed to shoot an NDB approach and the ADF and my Garmin handheld disagreed, I'd be very tempted to trust the accuracy reliability of the handheld over the needle.

and that is where you would get into major trouble. I flew with a Garmin GPS18 PC connected to my laptop (years ago) and had several incidents where the GPS signal was more then a 1/2 mile off, something about picking up the wrong cycle on the satellite signal. I also remember an accident (fatal) in which the NTSB suspected the pilot was using a portable gps on an instrument approach (equipment found in the wreckage.