Vref

I had a good old ARNAV star 5000 in my other aircraft. The HMI (Human Machine Interface)was much better then what I have experienced in the 430 which I find very difficult and non-logical. The HMI of the touch screen AV80R I am using as back-up GPS is wonderful. I had the touch pen hanging on a wire so it was easier to hit the right synoptic...I used this in a motor-glider go figure, when hitting turbulence you sometimes are lifted out of your seat! It worked for me... I think Garmin made a very smart move to allow a combination of dialling and touch-screen. A waypoint/naviad etc.. is sometimes easier entered with touching the characters if in heavy turbulence you can revert back to dialing for frequencies etc.... Also I like that you can drag the RTE around to avoid certain airspaces or make route changes you immediately see the FPL changes.... Building a very good HMI is a very complex job..it looks indeed like Garmin made a major step forward.....is it worth the price...? I surely would like to have one..

Quote: N513ZM they are DZUS fasteners - not zus. just sayin.. :-)

Any news on the KFD840?

Quote: carusoam Luc, I am stopping by to visit Belgium in mid May...Will your M20J by finished by then? Best regards, -a-

Quote: carusoam Mike, Battery in the tail cone on the M20F? I thought you might be looking for Dzus fasteners for the doors on the cowling.....That's where we kept it on the M20C. Best regards, -a-

Quote: maropers Has anyone replaced the side access panel fasteners (the panel you remove to gain access to the battery and such) I'm looking for a good southco fastener number to replace mine.

Interesting question! Looking forward to see some answers...... I am still looking at aveo red baron or the combined position/strobe tail led's but the STC's seem to take for ever...

Quote: takair I have been flying the 300+ for a few months now. Jose Monroy is great to deal with. Had some performance problems at first, but after remounting the antenna from the front to under the wing and a software upgrade it seems to be working well. He mentioned he is working on an interface for the 430, but as of December it was not ready. My unit already has the ARINC output, but will probably require one more software upgrade for the 430 when it is ready. Probably worth checking with him. I believe the install manual is on his web sight. What's nice is that he does his testing on his Mooney and it is STCd for the Mooney. I don't ahve experience with the other "small" units.

Quote: pilot716 Finally took the keys for our 83' m20J and flew off for some touch and goes then getting familiar with the plane..Man!! what a aircraft, 160kts & handled like a real smooth machine, landing over the numbers at 70...many good days ahead, now I see what the craze is!

Quote: WardHolbrook

My personal Philosophy: 1)little experience on the plane.....fly the numbers as instructed 2)bit more experience.....discover some more flight envelope 3)a lot of experience......fly the full flight envelope (or whatever feels right that day...) I think the trick is feel the aircraft....and not compute the Vref Amen.... Luc PS....jeeeeeeee a lot of excitement here, ..

Quote: kerry Just kidding. Has anyone seen this movie. Is it any good. I watched the trailer and it looked like a lot of good flying in it.

Quote: tony Question I have for Vref: will the receivers designed for WAAS work with the EGNOS signal?

Quote: N4352H Here's something I find unfortunate. My 201 is having the Apsen 2000 system installed as I write. Aspen made no accomodation for providing an analogue output for compass bootstrapping. My invaluable Strikefinder is about to lose heading stabilization. However it is so good, I will keep it knowing it's new limitations.

Quote: Jeff_S Just so I'm clear, this is WAAS for Europe, right?

Brussels, Belgium – The availability of EGNOS to aviation announced on 2 March by the European Commission, means that aircraft will soon be able to use satellite technologies to establish their vertical positioning during approaches. As a result, the number of flights delayed, diverted or cancelled due to low visibility should fall while safety standards will be maintained. GPS has been used by aviation in Europe since the 1990s for horizontal positioning for both en-route and TMA operations. EGNOS, the European Geostationary Navigation Overlay Service, complements and improves the accuracy of GPS and alerts users to any GPS errors or malfunctions. The European Commission’s declaration allows the progressive publication of approaches based on EGNOS across Europe in the years to come, starting with first EGNOS flights in March 2011. “The introduction of EGNOS, is a major milestone for satellite technologies in aviation, as it will allow the use of satellite systems for both horizontal and vertical positioning,” said Bo Redeborn, Principal Director ATM at EUROCONTROL. “EGNOS will support all navigation applications defined in the ICAO PBN (Performance Based Navigation) manual and has the potential to reduce decision minima compared to conventional non-precision approaches without the need for an ILS and irrespective of baro-altimeter limitations. This will provide real benefits to airspace users in terms of accessibility of airports, reducing delays and cancellations while maintaining today’s high safety levels. In addition, EGNOS is free of charge and will allow for savings in maintenance costs associated with ground-based conventional navigation aids used for approach.” In order to use EGNOS for approaches, ANSPs must publish procedures and aircraft must be equipped with appropriately certified receivers and be approved for the operations. EUROCONTROL is enabling the use of EGNOS by defining its concept of operations, supporting procedures design, conducting a generic safety assessment, supporting EASA in the development of airworthiness and operational approval material, developing a NOTAM tool and managing pre-operational projects. It is expected that EGNOS will extend its coverage to ECAC countries and will, once adequate operational experience has been acquired, support approaches equivalent to ILS CAT-I. EGNOS is interoperable with other SBAS (Satellite Based Augmentation System) systems (WAAS in North America and MSAS in Japan). Already more than 2000 procedures based on WAAS have been published in the USA by the FAA since 2004 and thousands of aircraft are already equipped with SBAS avionics. EUROCONTROL has been working towards the provision of EGNOS for more than 15 years in cooperation with aviation stakeholders in the ECAC area, the EC, ESA, GSA (European GNSS Agency) and the certified EGNOS Service Provider (ESSP). EUROCONTROL is the aviation focal point for EGNOS, and its role includes adapting ICAO requirements to Europe, undertaking an independent operational performance assessment and coordinating its operational introduction. Some 15 years in the making, EGNOS is the result of a tripartite agreement between ESA, the European Commission and EUROCONTROL.

...in europe you would add 21% VAT on all this quotes so you would need a soprano singer and not Joe Cocker..;-)...

Quote: LFOD I have absolutely no idea what any of that means.

Quote: LFOD Wish I could help, but I can only commiserate. Mine is doing the exact same thing.

Quote: kbrad622 Hi, I read your comments and I have a KFC150 in my Mirage and had a self test failure. It was the pitch servo located in the rear of the plane. My plane has three servos. Hope this helps, cost about $1500 to overhaul.

Quote: Cruiser Wow! You certainly feel strongly about your position. You may be in the minority, and by all means, stay there. I am NOT going to try to persuade you.

Quote: allsmiles Value cannot be re-created out of a damaged airframe. IMO a seriously damaged airplane has no value in ANY market at any price. And yes a gear up is major damage my friend! How did the airplane hit the ground? Did a wing strike the down first? Anyone can claim to repair anything. The aluminum may have been repaired but there is no way of knowing the damage or stress the structure has suffered. The only way to be sure is to totally strip aluminum off and inspect the structure, or buy a NDH airplane! I will never put my wife and kids in an airplane that I as pilot in command know it has had major damage. Would anybody?

Oeps double post...

In metal aircraft gear up damage can be most of the time repaired so there is no difference with a NDH airframe...however...there are exceptions if the airframe skidded long on the concrete the panels are sheared and the tubular structure is damaged (Mooney frame)......Damaged aircraft need a closer inspections but should not be avoided...there are really nice once where often the equipment is much better as the owner went for an upgrade during the repair process...(my 0.2 euro;s on it..;-) I bought a damaged airframe as a restoration project knowing that it was on grass when the nose gear collapsed...

Quote: Sven If you're into the Chuck Norris joke genre, you'll love these: http://aviationhumor.net/page/2/