Jeff_S

If you didn't understand the dialogue, this was a certified ornithologist and he raised the birds personally and worked with them in an attempt to teach them how to migrate again. So the video is of him flying with his own flock. It's similar to the crane rescue program that was going here in the States before, yes, the Feds shut them down. I can't remember exactly why that happened...I think it had as much to do with the FAA as it did with the Interior Department or any concern for the water fowl.

C'était bien chouette, et me permettait de pratiquer mon français ce qui est malheureusement très rouillé!

I load the G1000 data logs into CloudAhoy. That’s about as detailed as it gets. You can basically relive the entire flight with the cockpit view!

So, I just use whatever the app is showing in the Takeoff segment on the left. Here’s what it shows for a recent takeoff...see the brown highlighted field.

Having started this thread and read all the responses, it’s been interesting to contemplate the different measurements we have for altitude. It’s also clear to me that, short of being at a fixed point on the ground where the USGS has done a recent survey, we never know EXACTLY what our altitudes MSL or AGL are. But our systems are designed to mitigate the errors within. Case in point. The G1000 actually logs three different altitudes every second. The AltB is the readout from the onscreen altimeter, the one you actually use for flying and that gets corrected for baro pressure. But there is an AltGPS data point which is the raw GPS altitude, and there is an AltMSL data point which (I learned from Trek Lawler today) is a calculated altitude based on GPS plus input from the air data computer. As you can imagine, they are never the same. In my case the AltB measurement is routinely lower than the other two, which I suspect is a calibration issue but it’s within the allowable margin of error. But interestingly, this difference seems greater on the ground, and becomes somewhat less pronounced at cruise levels. I haven’t figured that one out yet. I’ve tried to see if this is more pronounced when flying at different pressure levels (eg standard vs non-standard) but nothing in the data jumped out at me. Something else to investigate.

I saw that AHRS1 message a few times right after I did the upgrade to 0401.034 WAAS software, but it was always just on the ground and cleared itself up as the GPS satellites came online. I would suspect that if you’re having problems with one of your new GIA63Ws that could also cause your SynVis to toggle off. But it seems like you’ll need to go back to your avionics shop for some troubleshooting.

Robert, I'll try to send it in a PM. Not sure I can attach that file type..if not I'll get your email.

So, the photo of the original post is that of the first production Acclaim Ultra, which was sold to two partners in the NYC area that will use it for both business and personal reasons. I got this from a picture and caption that was posted in the latest MAPA Log. It was delivered to the owners at Osh. I just thought we might like to end this thread with a bit of reality and fact, rather than the scurrilous banter that so often intrudes on these types of discussions. Of course, the scurrilous banter is more fun to read, so Peevee, please, keep on flaming!

For the G1000, the "TIT" is indeed the 3-into-1 temperature reading that gets displayed on the summary engine readouts when the MFD is in non-Engine mode. It's always about 100° hotter than the actual EGTs on that side. I am guessing that in an Acclaim or Bravo this would indeed be the probe used for TIT.

Good stuff Russ. Always good to get experiences for how to diagnose actual in-flight experience with the Savvy data.

Bingo! You all mirrored my suspicions that FlightAware was reporting an uncorrected baro altitude, but I was able to confirm this by comparing data from my last cross-countries where I had decent cruise time. Using the data logs from Savvy Analysis, of which one of my datapoints is the barometric pressure setting on the G1000, I was able to confirm that the ADS-B readout is closer to true when the baro pressure is closer to standard. For each .10" that baro pressure increased, there was an approximate 100' drop in the ADS-B altitude readout. On one flight where I flew through two significant pressure gradients, I could match up the moment I changed baro pressure setting to the change in the FlightAware readout. This is the most graphic evidence I think we can get from the old adage "High to Low, Lookout Below; Low to High, Look to the Sky." (And another fun way I've found to use the Savvy Analysis platform along with my data logs.) Thanks y'all!

Hey folks, I've noticed for the last few months that my altitude readout when looking at a FlightAware Track Log is routinely 300' lower than the altitude I'm showing on the altimeter. On FlightAware, this is shown as an ADS-B data point (best I can tell). But I've never been notified by ATC of this, and when they read back the altitude they are seeing for me it jives with what I'm seeing in the cockpit. If I was routinely 300' below the assigned altitude, I would think they would mention it. Anybody else seen this? I've sent a note into FlightAware to get their take on it, but thought I'd open it up to this crowd as well. Thoughts appreciated... Thanks!

You big iron flyers with your non-rev flights are making my eyes water...I get all teary-eyed just thinking about all the hassles you put up with!

Your Air Data Computer (ADC) is not getting a signal to the GNS480. Could be the ADC has gone bad, or there's a connection problem somewhere in the system. Easiest thing to do is pull the 480 and just check to make sure the pins are all in good shape, then reseat the device and see if that helps. After that, you'll have to go digging behind some access panels and start checking wiring.

Kudos to the pilot for coming clean and giving us all information that we can/should use to improve our own safety. I see multiple lessons here. It's easy (in fact, probably easier) for experienced pilots to get complacent and expect positive outcomes even in marginal situations. It also shows that even the "best of the best" (sorry, Top Gun reference) can have an off day. And yes, a combination of primacy skills (use those rudders) and good engineering (Mooney roll cage) turned a bad situation into something less than horrible. Awesome. This was a graphic illustration of a simple phrase that I picked up from our good friend Mike Elliott during a BFR a few years ago, borne of his personal experience. I repeat this phrase usually on every pre-flight and run-up, and it's simple: don't be in a hurry to die. That applies in just about everything we do when we take to the air.

There is a PDF of an Ovation 2 GX POH floating out there on the InterWeb. I have a copy but it’s on my main hard drive. If you treat this as just informational and not your official POH I can and it to you. Shoot me a PM with your email address.

Hypothetically speaking, how do you suspect the pixie is able to make the required material disappear in the baffle without harming the cylinder cooling fins directly behind it? That's what seem the most magical of all about this process!

Maybe I'll leave my hangar unlocked and just see what happens! I already got an email "out of the blue" with the exact location and dimensions suggested, and photos. Where's a hole-saw when you need it?

Clearly something is at fault, but I'm not the litigation type. A few hours of elbow grease and some polish does seem to take care of things, so it's bothersome but not ultimately the end of the world. But it WOULD be good to quiz Sheltair and see if they have any thoughts, ideas, or know of something that may have been sprayed in the area that would cause this, to prevent it in the future. Mike, who would be the best person to contact there?

I do need the pixie hole. I just need to find someone who will do it for me. My normal A/P is reluctant.

So, I know at least one other plane that was with us in PCB and now has these spots...interestingly, also only in the red sections. I suspect they are also in the white areas but just impossible to see. At any rate, I had the onsite professional plane care group (Bird Bath) come take a look today, and he tried three different strengths of Meguire polish, some of the 3M stuff and a few others. The only thing that works is the Flitz I had already tested with, so his recommendation was to just use that and scrub hard. I am taking a bit of paint off but we’re getting below the spots effectively. Even he was pretty amazed about what could have happened. Anybody else notice anything?

Anthony, at my 28+ GPH my hottest cylinder (#5) creeps over 400 briefly until MP starts bleeding off. Although, I do dial it back to 2600 RPM and WOT and not 2700 RPM.

Thanks Jerry. You’re the second person who suggested the 32Ss for my setup...the third if you count the Tempest guy himself. I’ll order the 32s!

For some reason Safari didn't want to connect but I caught quite a bit with Chrome. It definitely looks cool if you're on a modular panel and have some money to spend. Doesn't affect those of us with G1000s...I know, crocodile tears! But still, any innovation in this space is welcome.

Is anybody actually even on the webinar? I'm not getting anything but a screen saying they are waiting to start.