PTK
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Everything posted by PTK
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Roll steering is a function of the HSI. So you need that variant as well.
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@tigers2007 I’m sorry I misread your post. You want the 010-02327-20. That’s the AI ADHRS+AP.
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@tigers2007 p/n 010-02327-20 is an HSI and that’s the one you want if you ars keeping your AI. You want that HSI variant. You would get the AI ADHRS+AP variant if you were also replacing your AI and removing vacuum.
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KFC-150 Go Around/Missed Approach Procedure
PTK replied to Greg_D's topic in Modern Mooney Discussion
I prefer to disengage the AP and execute the missed by hand. Once I have the airplane setup in the climb I may use CWS to engage the FD or engage the AP. One subtle point: if flying an ILS and the missed approach calls for tracking the final course outbound I do so in nav mode. This eliminates the possibility of an inadvertent GS coupling. -
Lee, out of curiosity, did you consider and weigh dual GI275’s in your decision? Full featured TSO’d instruments that run your KAP, remove vacuum, and would save you the new panel. Also ready to interface with your future GFC500.
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I agree. The oil doesn't breakdown that fast so I’m not concerned about the oil’s properties. My main goal is to get rid of all the combustion byproducts. Oil analyses always, goes without saying.
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@Cruiser Sir, the observation that was made: “...if looking to add a GFC500, you probably want to bypass an Aspen equipped plane unless you just want displays and control the AP through the Garmin units...” is the logical conclusion and one I happen to agree with. Now if expressing an opinion or, as in this case, consent to something you disagree with, is not allowed and is considered “bashing“ in your book, then I feel sorry for you! In the spirit of MS I wish you'd reconsider that position!
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PM sent.
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That’s right. A very clear example of how marginalized Aspen remains. An irrelevant spectator.
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It sounds like you have a squelch issue. There are capacitors in there that have a life limit which varies depending on how the airplane has been stored inside or outside. It has to be analyzed down to the component level by someone who knows what they are doing. I think what I would do first is verify that it is the radio and not something else. Swap it out if you can find someone to lend you one. This will tell you if the issue goes with the radio or stays behind. Once that's confirmed you can send it out. You may want to give these guys a call... http://www.kx-155.com/
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I should’ve said with “automatic” squelch disabled. When the volume knob is pushed in it activates automatic squelch. With knob pulled out it overrides the automatic squelch and you can test and adjust volume.
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What voltage regulator do you have? Does it happen with the engine off on the ground? If not, it may be from the voltage regulator. If It happens with the engine off pull the circuit breakers one at a time to see if it goes away. If it persists its probably from the radio itself. Does it go away with squelch disabled? If not the squwlch may need to be adjusted.
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and Aspen not too far behind!
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There’s just no substitute to physically viewing and flying the airplane, no matter who the shop is. Period.
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I wouldn't buy it without seeing it and flying it. It can be done I suppose but there’s just no substitute to physically viewing the airplane. Minimally I would want an extremely thorough inspection by the shop including a detailed video conference. You can also have someone fly it and report to you. But again that’s less than ideal. There’s just no substitute to physically viewing and flying the airplane, no matter who the shop is. Period. Find a way to see and fly the airplane!
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Calculated fuel on board versus indicated fuel on board
PTK replied to MooneyMark's topic in Modern Mooney Discussion
I have never seen low fuel light up on the annunciator panel! How low does fuel have to be for it to come on? -
You’ve had plenty of time to apologize but haven’t. And I didn’t expect you to, frankly. But I forgive you nevertheless.
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Anthony, I can honestly say I gave them the benefit of the doubt plenty of times. Each and every time they demonstrated that they’re just not ready for prime time!
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Mooney Safety Foundation Training
PTK replied to Aviator's topic in Mooney Safety & Accident Discussion
That’s a bummer! -
That’s the best decision. I’ve studied this from all angles as it relates to driving my KFC150 and concluded that, if the decision becomes to spend above the GI275 level, the txi is the way to go. Skip the G3x, G5 and go txi. It gives you much more flexibility. There is a delta but it’s not prohibitive.
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Mooney Safety Foundation Training
PTK replied to Aviator's topic in Mooney Safety & Accident Discussion
I’m interested and would like to know as well. -
I beg your pardon Sir?! I made no reference to your skills, my skills or anyone else’s! I made no insults to you or anyone else! You’re out of line with your slander and baseless accusations. I stand by what I said.
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They’re not needed and are ugly, but that’s just my opinion. The airplane has stall strips properly placed on the wings (closer to the root) whose purpose is to retain aileron authority in slow flight and higher AOA. When flown properly by a trained pilot it handles slow flight just fine w/o vg’s.
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I’ve been quoted 12400$ on the low end to just under 15K$ on the high end for dual GI275‘s and removing vacuum. I would imagine the GFC500 with 2 G5’s should be at most ~18K installed?
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They went with aluminum rather than magnesium for cost savings no doubt. But Mg is superior to Al for casting to tighter precision and tolerances. I don’t know what they mean by “...troublesome magnesium frames...” I’m not versed on mag construction. Are magnesium constructed mags troublesome? It was my impression magnesium is superior to aluminum for these things. It is also about 1/3 lighter. Does it even matter what the frame material is?
