Ned Gravel

Byron: Mine came with the bolts as well. Clarence installed it. I don't think I ever saw any other connection method on my previous Gill battery though.

Jose: Yes, I see what you mean. The noise you refer to is normally easy to distinguish. It has a whine and/or a crackle distinctive to power generation. I was experiencing something a little different. What I was getting was complete loss of sidetone with the occasional acoustic-like feedback screech during transmissions. Completely unreadable by any receiver although the signal strength may have been good.

Jose: Does this condition exist for aircraft with generators instead of alternators? BTW: Both crew jacks are connected with shielded cable.

Conclusion: I am buying the PS Engineering Audio Panel and they are giving me something based on the trade in value of the 340. It goes in on Monday or Tuesday. Oh well..........

Anyone every heard of such a thing? I bought a GMA 340 at Airventure 2010 and had it installed in January this year. I have had nothing but problems. I have a Narco Mk 12D and a Narco 810. The 340 replaced a Narco CP 135(?) but there were already some problems with the old setup. Took it into a reputable avionics shop (who know what an SWR meter is) and they checked stuff from top to bottom yesterday. They found that my comm antennae were both corroded inside and were replaced. How they got that way is another story. They also replaced a small bit of coax in the avionics bay and cleaned up some corrosion on the connectors. When the technician went for the test flight, he found that a local tower (20 nm away) was only receiving 2X5 and he was getting intermittent sidetone anyway (something I have been experiencing since January). So he bench checked everything: radios, audio panel, headsets). All OK. So he took the shop harness out and plugged that into ship's power and ran it again. Radios were great - but still some niggles on the transmission quality. And he used two other 340s to test out mine in comparison. All the same. If he left the 340s out of the voice modulation circuits, he was received 5X5 everywhere. This isolates the problem to the audio panel - it works but it is having some difficulty in my set up. By chance, he had a PS Engineering 8000B (plug and play replacement for the 340) and all the problems went away. Only two things could cause that - the RF from the radios is messing up the modulation in the 340, or the 340 is having trouble mating with the Narco radios as regards something simple like impedance. They called Garmin who suggested something, but it did not work. I suggested wrapping the 340 in tin foil before putting it back in (field expedient fix for EMC problems). Any RF engineers out there with any ideas? Having bought the 340, I am not keen on the $2000 to buy a PS Engineering audio panel.

When I had the screen before the major overhaul, it was 25 hours. Now with a filter it is every 35 hours. Clarence taught me how to do it and I do it between annuals. Got the tools.

Home. Driving from Detroit to Brantford, Ontario to pick up C-FSWR and flying her home now that her comms all work again. Yeah!!!

Quote: tyrefoote I appreciate the info PTK sounds better because it has better approaches but is alittle out of the way. Which FBO would you recomend ? Also has anyone Used Willow Run YIP ?

Tyrefoote: I flew into Canton-Mettetal this past spring and I will go back there from time to time for work. Nice little airport. I did not ask for it, but I believe they may have space at the big hanger just North of the FBO. I found them to be nice people.

Paul: I too have planned, but never made, the same sort of trip. I think Randy is right. In looking at the AOPA flight planner, my E model (150 kts IAS) would require 6:20 to go from McAllen Miller International (KMFE) near the US-Mexican boarder to MZBZ, Belize International Airport. I think you are going to end up landing somewhere in Mexico.

You folks remember "Position and Hold?" That too is now gone (at least in Canada) and replaced by the ICAO agreed phrase: "Lining up." Coming soon to an ATC unit near you.

Quote: pmccand LOP at 75% power?!! How many folks are running LOP at higher power settings? I thought the maximum LOP recommendations are at or below 60% power settings. Phil McCand

Quote: Mitch For us, FF is a great tool! We use it extensively in our travels. FF does not take the place of looking outside for traffic. That's our personal responsibility. It's just antother feature for flight safety.

Mike: Glad you are here. You have much wisdom and experience to offer.

Quote: carusoam Ned, There are two other things that I get from this graph... (1) no red box above 8,500' for NA engines. (2) can avoid red box by staying 25 deg F LOP from 4,500’ and above Just want to be sure before I commit..... Note: I am using the IO 550, POH recommends 50 deg F LOP for all alts. This much LOP is harder to achieve at higher alts. Best regards, -a-

Quote: carusoam Ned, There are two other things that I get from this graph... (1) no red box above 8,500' for NA engines. (2) can avoid red box by staying 25 deg F LOP from 4,500’ and above Just want to be sure before I commit..... Note: I am using the IO 550, POH recommends 50 deg F LOP for all alts. This much LOP is harder to achieve at higher alts. Best regards, -a-

Quote: carusoam Edgar and those familiar with the red box graph or APS course, This graph is not engine specific right? It applies to 4cyl IO-360 as well as 6 cyl IO-550? I am looking to use it as a tool, but want to make sure that it applies first. Best regards, -a-

Quote: Shadrach Highest ICP and CHT occurs at some point ~40 LOP, if you're speaking about a single cylinder 20-25 dergree fixed timing engine. Anything leaner or richer than that will increase detonation margins. Peak has higher detonation margins than 50 ROP.

Thought I would ask the question. The only time heights above ground do not bother me is when I am flying or in a parachute harness. Otherwise, I get queasy and nervous near the edge of whatever precipice I am standing on.

I have heard all the arguments about the cost and the possibility of false alarms in 406's being as great as the 121's but I don't care. The resolution of the location of a 406 automatic-fixed installation within 30 seconds of signal initiation is not more than 100 meters. That is way better than a circular error probable (CEP) of 5 miles after two passess of the old (now defunct) satellite (about 6 hours after a 121 instrument starts transmitting). I had mine installed in January this year. I plumbed it myself.

Russ: I have not commented so far, but now that you have it licked, you have my condolences. I will e-mail you offline to talk about some things. BTW: Any more news on Villeneuve?

I am not certain I agree with your mechanic. Cooler is OK so long as it is warm enough to keep the oil flowing and the gas evaporating for the combustion event. The idea of anything over 380 degrees would (and did) worry me. Mine are now like yours and they got this low once the overhaul was done and Clarence built me a new doghouse. Well within my own comfort zone.

David: I ran into the same thing three years ago. My wife's friend has a hard time getting around and tipped the scales at well over 275 lbs. I concentrated on the safety aspect of flying. Didn't she want to fly with someone who pays attention to the detail? Yes. Well the detail in my airplane included two things that might cause her some difficulty. First, I had to ask her her weight so that I could assure the proper distribution of loading for a safe flight. Second, she had to be able to get in and out of the aircraft relatively easily. Didn't she agree? Yes. So she fessed up the weight and she practiced entrance and egress a couple of times. Met all my safety needs. So I was OK to go. So was she. Problem was that the seat belt did not have enough in it to go round the parts it should. Took four attempts (on her part - no way I was going to get involved here) to get it on. She did. She enjoyed the flight. We were safe. And she never asked to fly again. Although I know she loves to fly and has recommended that activity to many of her friends. She also knows that I am always looking for an excuse to go flying and perhaps take someone else. Flying is best for me as a shared experience. You can bet your bippy anyone she talks to about this will know how I prepare, the detail I think is important, and what I do when we go flying. Safety first - always. Even if it means embarrassing the passenger a little. The choice is theirs. The requirement is mine. Be kind, but if they know you cannot fly if it is not safe, they become more willing to cooperate. This help?

Quote: orangemtl In case I forget, remind me not to run out and buy a Cirrus as a spare, won't you all?

Quote: aviatoreb I read somewhere but I am not finding it now - a prop strike is defined as an event that causes any drop in rpms. I doubt that a bird would cause a drop in rpms. Although water or tall grass can be a prop strike. There is great expense, effort and a small amount of risk associated with a tear down (risk because engines are most prone to failure immediately after engine work including any kind of rebuild), so unless called for...