markejackson02

Wow. Interesting. I can see saving the $5 in parts if you're making 1,000,000 units a year. Learn something new every day.

It looks to me like the inspection panel has been attached with pop rivets. That would be a major no-no.

It does. That's how I thought it would work. Thanks very much.

I'm sorry, I didn't explain this very well. I want to install the AXP340. It will only have ADS-B Out capability. I have a portable system I used to stream ADS-B In data to my iPad. But I often find myself the only aircraft around in West or South Texas. In order to get ADS-B In traffic info transmitted by the ground station near you, you have to have ADS-B Out, and I think your ADS-B Out data packets to the ground have to contain an indication that you have ADS-B In capability. Otherwise my non-certified In unit will get weather but no traffic. (As a congestion relief measure, ADS-B won't transmit traffic info unless there is an aircraft with an ADS-B In capability within a certain radius of the station). My question is: is that indication in the packet programmable in the AXP340? Or are only certified in/out units allows to indicate that they have In capability? I'd prefer not to drop an extra 3AMU for In capability I already have.

My understanding is that the adsb out system has to transmit a bit that says the aircraft has adsb in capability in order to trigger the ground station to broadcast traffic info. Is that programmable on the AXP-340? I would assume so but wasn't sure if it was only turned in in certified in/out units.

If I have an Avidyne AXP340 installed (which does not have ADS-B in capability), can it be programmed to transmit that I have ADS-B in capability? I have a portable solution and don't want to spend $3000 extra dollars for a certified solution which does the same thing.

Flew N201TK KAXH - KHYI yesterday. Going out, ground speed was 125ish, took 1.3 hrs. Coming home, GS was 175, 180 at times. "Hmmm, I could get used to this...."

That is a lot of oil. I had two of them leak after the engine was overhauled and they were re-tightened to the specified torque values, no problems since. That looks like it may be something other than the bolt.

Sorry, I just meant that all the GNS-430W sets I have seen on ebay or the like are priced around $8K which is only 2-3K less than a new unit from Avidyne. Toss in the installation costs and it seems to be better to go with a new unit.

I'm curious where all these bargain GPS units are. I have to upgrade at some point and will need a GPS/CDI/xpdr. A used 430W/GI-106/330ES installed is only a couple K less than all new equipment. Given touch-screen/bluetooth etc in the new stuff, seems worth paying the extra 2K.

Got the Dec Aviation Consumer today. The airplane review is the 201 and what do you know G-OBAL was the Scheme Designers line drawing.

I had one installed in my old C model. It was awesome. But there is a pretty fair amount of setup. It takes about 8 hours to properly calibrate the unit after everything is installed.

I'll have to bite the bullet soon, but in the meanwhile I made a Pi based Stratux ADS-B receiver which is awesome for getting ADS-B weather and some traffic. Works perfectly with ForeFlight.

I think the 9000 is like $5,000 the 9000+ which includes active traffic is ~$10,000

Fifteen hours to drill out rivets? That seems a bit much. I drill them out all the time on the RV-8. Is there more to this than the trays and rack being riveted in place? Get a good sharp punch, make a dimple on the rivet head or enlarge the preexisting dimple. Then drill slowly. Use BoLube or kerosene to lubricate the drill bit. Easy peasy.

I had the same happen at Austin Bergstrom several years ago. The Governor's chopper was cleared for takeoff as I was rolling on 35R. They lifted off to the west (hangar is northeast of the runway) and climbed right across the runway. I saw them and turned right, no big deal, but there was no call from the tower or anything. If I had been head down or not paying attention, politics in America could have been a lot different.

I ended up installing new connectors after one broke. Carry a spare pair. I used heat shrink tubing and zip ties to hold everything into place. It doesn't get hot enough to shrink the tubing. One hint, label the two lines positive and negative. It matters if you have an LED landing light :-)

Wouldn't it make sense for a manufacturer of LED nav light replacements to incorporate a resistor into the circuit so that you could use existing rheostats? Otherwise it would seem at some point we'd have to do a lot of re-wiring to accommodate LED lights.

Wow, thanks, learn something new every day....

Doh, of course, that makes sense.

I was looking at the wiring diagram for my early model M20J (24-00048). Need a replacement nav light bulb. What was weird was that in tracing the wiring, there are four wires on the nav light switch. Three nav lights (l, r, & rear) and the gear unsafe light. I'm not an electrical whiz but how is it possible that the gear lights are wired through the nav light switch? I typically leave them off during the day but the gear lights seem to work anyway. Mark

I guess this is one of the upsides to not having an autopilot

Wash and Wax, the blue stuff works pretty well. Plain old gasoline works to remove stubborn oil stains.

I put them back on when the plane was painted, they added a couple knots. Since I fly only from paved runways, I leave them on.