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jlunseth

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jlunseth last won the day on July 31

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About jlunseth

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    Male
  • Location
    KFCM
  • Reg #
    N381SP
  • Model
    M20K 231

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  1. Bob, I appreciate your comments and the information. My flight situation is a little different from what you might experience in a J. First, my aircraft is turbocharged so I am often in the high teens or flight levels when the winds aloft are favorable. To give you an idea of how that impacts my decision making on my panel, a normal descent from, say, FL210 to 1,000 AGL for landing takes over 40 minutes at 500 fpm. It is certainly possible to accelerate that to 1500 fpm safely, but that is still 15 minutes just to get down from altitude. I have had occasion to dive at about 3,000 fpm with a fa
  2. Bob, thanks. As I have said before, I have been in these actual situations so I know what happens, I am not guessing and it is not theory. There is no Nav, Comm, transponder, and in my aircraft no engine gauges whatsoever (no MP, CHT, EGT, TIT, etc.) because I have a JPI 930. When it is -54 the cabin heater does not keep up, the cabin does not stay warm, and heating the cabin does not help the battery, which is in the tailcone,distant from the heater in the center console and walled off from the cabin. For purposes of deciding what to put on the panel there are two basic analyses to con
  3. I live in MN where we have lots of battery issues because of the cold winters. The problem with relying on the ship’s battery, in fact any 12V wet cell, is that they appear to work fine for a long time and then suddenly start to fail. There is no way of knowing when that point is. Our aircraft here in MN sit and fly in very cold conditions which helps to cause battery failures. I have been in temps as cold as -54 at altitude. So sure, if you have a brand new 12V as ship’s battery you are likely good for a while. But when you are no longer good and you have just a little storage left you don’t
  4. Well, I think I understand. The G5 won’t replace the King AI and DGI. The 275 will, but only provides a certified backup of “up to” one hour. Thank you for the help.
  5. @SteveW - I am sure my Avionics tech is all correct, it is probably lost in translation through me. However, he was concerned that the G5 does not allow a coupled GS approach, and he has been through some installations. That information is from a couple of years ago though. I will talk to him about it further. Just so I understand, in my definitely non-Avionics brain, when I put the KFC200 in APPR mode it is using analog inputs into the Flight Computer of the KFC200 (the KC295 as I understand it). If it is an ILS, the analog inputs would be the horizontal and vertical signals from the ILS. If
  6. @ BobS - Thanks. That is what I was afraid of. The 275 has only an hour of backup. Reality is, five years or seven years out when you have a failure event it is no longer an hour, and Garmin does not say it is an hour either, they say "up to" an hour so if it turns out you really have fifteen minutes, well, there was no guarantee. So that is out. Adding three new glass instruments when I can just add one backup 275 to the King instruments I have in the system now, is alot of $$ for no advantage gained. @ JimB - I have had occasion to turn the Master off with no working alternator, I was i
  7. Same calculation for me except I have actually done it. You get about a half hour on the single 12V battery. The Dual G5's would provide attitude only and not directional information in that failure scenario, unless there is a source of directional information such as an external antenna, and unless the G5 has the ability to automatically switch to that antenna and use its internal source in the event of failure of an external directional source. The problem with the single battery in the back of our aircraft, and the problem with all the half hour and one hour backup systems that are out
  8. I am improving my panel in November. I currently have the KFC200 with the classic related King vacuum instruments (525, 256). I was going to add a 275 as a backup AI, and as a primary Turn Coordinator (the 275 is not my question). Someone suggested the "Dual G5" installation (if memory serves it was @artvandelay but I don't remember for sure) so I have been looking in to that. I have a couple of questions about the G5 if anyone knows the answers. The announcements about the G5 all appear to indicate that it is compatible with my KFC200 (with a magnetometer and GAD29B), but I am being told
  9. My point was not about turbos vs. NA's. My point was about dispatchability, which is obviously an issue for the OP, and the likelihood of being pressured, into making a bad decision, however well thought through and intentioned. Sure, a turbo might have done better in that accident scenario, but it would have been a very poor decision to take off even in my 231. Buy the aircraft to fit the mission, and where the mission will include a high likelihood of IFR and icing, don't let yourself think that you can get by with equipment not suited to the task. That is the first step in breaking the acci
  10. http://www.kathrynsreport.com/2013/11/settlements-agreed-upon-in-plane-crash.html https://backcountrypilot.org/forum/jackson-hole-mooney-12093 It was three sons, two 14 y.o. twins and a 12 year old.And it was Jackson Hole. Just had to get back.
  11. So much theory and not much reality. I have a 231 that I fly a lot, but I very rarely fly it for work and don’t get myself in “gotta get there” scenarios. That includes making the outbound trip and then “gotta get home” by a schedule. My aircraft is not FIKI. We have lots of icing issues here in the midwest, they start about now and run through about April. Dispatchability in non-FIKI is always an issue during that period. Mooneys do not carry ice well, trust me on that, and you do not want to get into it without a very good, clear, out. Yes, 252’s can be FIKI, but your budget was 12
  12. I think that is an old EI manual. It looks clear that when you press the Peak button, you are getting an EGT reading. It is not as clear whether the EI sticks with that cylinder, or hops around if another cylinder’s EGT becomes hotter. In other words, if it reads #2 as the hottest, then you start leaning towards peak, then #1’s EGT becomes hotter than #2’s, does it skip to #1. If it does that, it seems to me it has limited value for leaning purposes. But if it picks a cylinder and sticks with that cylinder’s EGT, then it is somewhat useful. Let’s say it fixes on a cylinder’s EGT and stic
  13. I don’t have an EI monitor, I have a JPI. But I am not sure about a couple of things in your question. You say the instruction manual says to press the peak button and an arrow will display over the hottest cylinder. Does “hottest cylinder” mean hottest CHT, or hottest EGT. It should be EGT for purposes of leaning out. Assuming it is EGT, then does the unit stick with whichever cylinder it determines is the hottest? In other words, can you see EGT rise and then fall on that cylinder? If you can, that is peak for that cylinder. If the system hops from one cylinder to the other as the hott
  14. Brings back a memory. I flew with an uncle once in a C55 Baron from Albuquerque to Los Angeles. I was probably 16 and it was about 1965. It was the smog era, and the smog was so bad an instrument approach was necessary. Fugly orange stuff. I was the HAP (Human Auto Pilot) from ABQ to LAX. At LAX we shot an approach. We were right at the runway and could not see it in the middle of the day. My uncle radio’d tower: “LA Tower, Nectar Five Seven Four Six Victor, can you turn the runway lights up full.” The response was that they already were. My memory is that we were under 100 feet when the runw
  15. You can straighten out the next picture I try to post. Best regards to you too.
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