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carusoam last won the day on February 17

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  1. Now we're talking IFR quality energy management in GA planes! Best regards, -a-
  2. Ability to handle rough air is probably more a function of the strength of the computer and the speed that it works at. What speed does an early 90s microprocessor function at? S.L.O.W.L.Y....... The KAP 150 is pretty good at stopping a climb at the touch of the ALT button, the overshoot is typically within normal IFR flight parameters. All known parameters.... The randomness of the bumpy road is not in the predictive capabilities of the 90s hardware... The KAP 150 can't be relied upon to maintain altitude when the road gets really bumpy. It is good, just not perfect.... PP thoughts only. Sharing the limitations that I was familiar with... Best regards, -a-
  3. Welcome aboard, John... Great question for Trek. He is our Garmin guy. Best regards, -a-
  4. Way to go Dan! Some people have the skills to turn a tough situation into a more positive situation. This one might be dozens of positive situations depending on the number of CO meters that get installed in Mooney cockpits... Best regards, -a-
  5. Scott, did you offer to put a cup of fuel on the back side of the lightning demonstration stand? Or were they accepting your results without any fuel vapor being nearby? Was the purpose of the lightning strike to demonstrate that the floats are still working after the strike? Wondering what the FAA was asking you to demonstrate. I would like to know the faraday ice pail theory of a mostly all metal plane actually applies. I've never experienced a lightning strike. I'm going to actively keep trying to avoid them... Best regards, -a-
  6. What is the logic of turning off the power source to the lighter before landing? In my old M20C the lighter was used to power my portable GPS. It provided guidance for descent, and GS. Two nice to have pieces of information to improve safety during the landing process... checking ground speed vs airspeed is a final hint that I am not landing with the wind... Some airport windsocks become invisible with age... their age, not mine... Best regards, -a-
  7. Key words that are questioned in this discussion... TC'd engines traditionally got lower mechanical compression ratios. - improved volume of cylinder to stuff more fuel mixture into... efficiency (like mpg) isn't the best doing it this way. - improved engine safety by avoiding preignition... allowing more fuel to be burned each stroke. The TN'd engines are technically more efficient as their mechanical CR is higher... - intercoolers are required to lower the air temperature that is being introduced into the engine. Sometimes the word efficiency means different things to different people. Thermodynamics is probably one of those cases... the ability to burn more fuel in a smaller, lighter engine is pretty efficient! the TC'd engine gets pretty good mpg at high altitudes because the air resistance is much lower up there... the 10:1 CR of my LT1 firebird produced 300hp compared to the lower CR of the previous firebird. The L98 engine had 220hp in the same 350cui. Same engine block, more efficient output... Now for fun add timing to the discussion... 25°BTDC improves power output compared to the 20°BTDC. More fuel is burned inside the cylinder to produce more pressure to push the piston... the risk of pre-ignition has also increased some at the same time... How is that? Best regards, -a-
  8. Robert, JL has written a bunch regarding engine ops of his TC'd 231. He supplies enough technical detail in a well written format, you feel like you are flying right seat with him... Best regards, -a-
  9. 94 O has no hour meter on the tach. It has a tach. Without one it would be hard to set the power properly... I think Alan may have left out that part... Best regards, -a-
  10. When it becomes OK to technically mount the lights.... make sure they don't become a hazard to the occupants while bouncing around inside the cabin... The photograph kinda hides the scale or size of the devices. In turbulence, they may leave a mark on your scalp.... Best regards, -a-
  11. Powder, 1) Get a photo like the ones Mike is showing. 2) it probably requires removing two cylinders to see all the spots. Challenge is, there are limitations of how many cylinders can be removed at one time... 3) start with one cylinder to get a feeling. Missing lobe parts and surface of the moon lifters is typical of a cam gone too long without flying. 4) get pictures of the cylinder walls. Everyone has a dental camera nowadays.... once all the cross hatchings are missing from the surface, it is probably time to rehone/OH the cylinder. 5) question to ask... why did the oil dissapear this flight? The cylinders have been aging slowly for a while... suspect that an oil ring has finally broken. 6) all those quarts of oil probably passed in the cylinder with the broken oil ring. 7) If you want to guess on a cylinder to work on... find the one that is missing the oil ring. Pull the four bottom spark plugs. One of them is going to look very oily compared to the others. 8) did you see a whole bunch of oil coming out of the exhaust pipe? Quarts of oil have left the engine, probably through the exhaust pipe... 9) if you successfully find a single bad cylinder with a broken oil ring. Get it OH'd with new rings. 10) if you find out that lobes are missing and lifters look like the surface of the moon. Start planning the engine OH. 11) perform an oil change, look very closely for metal bits in the filter and screens, indicating the cam has already come apart. Private Pilot ideas. Not a mechanic. These are the things that pilots look for and share on MS. Best regards, -a-
  12. happy reading... BK does a good job of making the user manuals available for all there products... there are a few levels of BK APs and they have some add-on boxes after that... The KAP100 is the starter level. Followed by 150 and 200... The KFC adds the FD. add on devices can include GPSS and altitude settings. The KAP 150 is a nice middle of the road level... - wing leveler - follow a heading - follow a VOR radial - follow a GPs - follow an ILS - hold an altitude - multitasking, it can navigate a radial and intercept an ILS. When it intercepts the vertical path, it automatically follows the ILS to the airport. It can intercept the vertical path from above or below... - with GPSS, it can follow an entire flight plan from the Gps. - it can climb at a set rate or descend at a set rate. In 100fpm increments. - you can have it maintain an attitude for Climb. - it has two modes, normal cruise and approach. Approach is tighter accuracy, but noticeably choppy... PP thoughts from an old memory... Best regards, -a-
  13. You may want to Become familiar with Zeftronics voltage regulator for your generator. Easy upgrade, works better and can add dummy lights to the instrument panel... We have found that charging to an exact voltage is much better than just being close. A full battery compare to an empty battery is about a One volt difference. Being off by 0.4 volts can be taking away a significant part of the battery capacity. PP ideas only, not a mechanic. Best regards, -a-
  14. You tube link.... this is a lot of parts that are serviced by whom? -a-
  15. The battery minder people sell a few additional devices... There is a specific Y for the two battery system with fuses included, incase something goes wrong. There are wires with rings that mount to each battery. The Y mates up directly to these. i also saw a socket they have that would improve the look of the wire coming through the hole. I'm starting to consider the plug mounted through the vertical wall in the area that you are showing there. Open the baggage door and plug in... Others have mentioned running the cord out around the ground power service area. Not sure of the details on that without looking closer. Best regards, -a-