byrdflyr

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About byrdflyr

  • Rank
    Advanced Member
  • Birthday 03/16/1966

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  • Gender
    Male
  • Location
    Colorado Springs
  • Interests
    Fly fishing, cycling, guitar,
  • Reg #
    N5808B
  • Model
    M20k 262 Trophy

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  1. The problem was me - I didn't have the Aspen PFD on, and that is the source of External Data required for the NGT 9000 to get baro pressure, which is required for the transponder to send the complete package of data to ATC. So the lesson learned is that before doing a system test, turn on all of the interconnected and interdependent devices, let them spool up completely, and preferably, be outside in the clear so you can confirm all the GPS and other signals are being received and transmitted -- then, run systems tests. The disappointing thing is that when I called L3 support, they didn't recognize the fail and make this simple diagnosis. Should have gone like this: Do you have a glass PFD (Aspen, Dynan, Garmin) as source of baro pressure? If so, was that on when you ran the system test? No, then go turn that on and try it again. I spoke to L3 technical support and gave them this input.
  2. Glad that ended without major injury. The end of the runway pavement is 70 feet from the edge of the divided highway, which seems very dangerous to me. I noticed 11 Mooney A/C in the Google Maps picture, and a twin. My guess is that "Freeway Airport" was put there when most tenants had fabric wings. Is there an arresting technology that could work in this GA situation? Either a soft surface, or netting. I might install a tail hook if I had to use Rwy 36 often.
  3. I had a new L3 LYNX NGT 9000 installed in February. On a recent trip from Durango to Colorado Springs, everything went perfectly with ATC - had radar services, until passing Pikes Peak and getting handed off from Denver Ctr to Springs Appch, who told me "you need a transponder to enter Class Charlie" and I said, uh, I have one, a new one. Hmmm. When I got on the ground, I did a system test and it passed. A week later, I was about to depart and the NGT 9000 system test failed, giving me this transponder error message: Ext. Fail (looked it up in the pilot guide, p. 2-12, says: "If a "Fail" or "External Fail" is shown for any of the system functions, then the message "Self-Test Failure" is shown . . . (yep, that message does appear). Page 5-4 of the pilots guide says: An "External Fail" message is caused by a problem with the external equipment input signals. The unit continues to attempt to acquire the signal without rebooting. These message will automatically clear once communications has been restored to the external equipment." What are the external equipment input signals? The antenna? Have you ever had an transponder antenna go bad? I called L3 and spoke to someone (yesterday), who said they were going to call Russ Meyers. I had a GTX327 for 10 years, never a problem, but it didn't have anywhere near the NGT 9000's capabilities or complexity. The jury is out on the L3 and whether this will be resolved quickly, and under warranty (it might not be a problem with the NGT 9000 at all). I'll keep you posted.
  4. The POH of my 1985 K model says: Vfe - Maximum Flap Extended Speed - KCAS 109 (KIAS 112) - "Do not exceed this speed with flaps in full down position." The gear speeds (VLE and VLO) are both 132 KIAS. Gear retraction speed is much slower - 107 KIAS. I think just about everyone will, at some point, forget to retract the flaps or gear. I have not seen any posts confirming damage resulting from flap or gear overspeeds resulting from the "after takeoff" scenario (gradually building speed) - which I think would be very different than an overspeed dumping the gear or flaps into the wind in the approach phase. Does that make sense?
  5. Does anyone have a W&B Calculator set up for a 231 on Excel? I realize each needs to be customized based on the a/c's actual data. Just looking for a good head start. One thing I'm trying to do is calibrate against the default 252 Encore W&B profile in Foreflight.
  6. You are absolutely correct. Just spoke to James Puck at Aspen. The MAX units will not be certified until some time in 1st half of 2019, so I will need to retain the AI and vacuum system for now.
  7. I may have an instrument for you. Do you still need it? I know it's been 2.5 years since you posted this, but thought I'd ask.
  8. It was not intermittent. Did it every time (twice) until re-connecting the wire terminal w/o braided insulation trapped in the connection. That fixed it.
  9. As I was ordering the EDM 900 just yesterday, I had the option to add a fuel pressure sensor ($400 option), and because the K's never had fuel pressure, I opted not to add it. My sense of it - if you can see GPH, MP, RPM, . . . and you can hear if the engine is running normally, so I'm not sure what more fuel pressure readings are telling you. In my M20C, I turned the fuel pump on at idle rpm, and the pressure reading would go from 4 to 6, so I knew the fuel pump was working. That's all it did for me.
  10. You are correct. Confirmed today that EDM 900 has the option of including a single warning light that can be installed front and center and will illuminate when programmed parameters are exceeded. The EDM 930 has the RAD, which is also optional, I'm told, but it comes in the box when you buy the unit. You cannot get the RAD with the EDM 900.
  11. I had the same thing happen. The problem started as mag check, and no drop in RPM at all. Found a broken ground (P wire?). The fix, put a new terminal end on the P-wire and reattach. Surprise, mag check, 1st detent, normal, 2nd detent, engine dies. Problem was the mechanic trapped some of the wire insulation in the new terminal with the hot wire, so it grounded out the mag, and when running only on that mag, the engine died.
  12. I'm not 100% sure about this, but I think the RAD (or similar redundant warning system) is mandatory with the 930, because it will continue to display MAP and RPM even if the 930's screen goes dark. I think if you lose the 930 screen, you've got an urgent situation and should land because you lose visibility of critical engine and fuel monitoring, but the RAD will at least give you backup CHT readings, MAP and RPM. I got the impression that the RAD was mandatory if you're relying on the 930 as primary instruments. I'll probably put it front and center above the Aspens.
  13. According to Aspen "All Evolution displays will be MAX-based. The Aspen website says the Evolution 2000's MFD has full PFD instrument redundancy, so there's no need for the vacuum-based AI, or a separate independent electronic AI (e.g., a Garmin G5). You're right, I need to keep the Altimeter because it sends the signal to the altitude preselect system. Aspen offers a preselect system for the KFC 200, but I have a KFC 150. I'm going to explore that, but so far, that's my understanding on the altimeter and preselect system. As for the IFD 540 vs. upgrades GNS 530, I'm sold. Where can I buy a reliable used IFD540?