Vref

I bought my first aircraft when my two sons where 3 and 1,5 years old. My father was a military helicopter pilot. I am the youngest of four and the only one who got into aviation ...Now my kids are 8 and 6 .... I am not going to push them anyway into aviation. The oldest loves to fly with me..maybe a third generation...who knows? My wife understands my passion..though sometimes she calls it an obsession.....It.s a very important factor that she understands and we are all OK with it ..... One of the reasons I changed from my two seat super motorglider to a mooney is that I can take more people and we can go with all the family..I stay prudent as with less tehn 100 Hrs on my J I concider myself a beginner. In summer I am fedex when the family is abroad and I bring the cargo along...;-).We all love the Mooney in the family.. The bird stays as long as I will be able to afford it.....It's fantastic Luc

This one can ...without engine...0 Mpg http://www.avweb.com/avwebflash/news/boettger_record_saiplane_glider_flight_watch_online_206631-1.html

For those flying international ADF is a must and an RMI a nice feature...everything depends on your mission.....World wiide there are still 6700 NDB's in use go figure....

I had mine done also when doing the airframe overhaul. I didn't have problem for the" no backspring clutch" kit (even in europe). There is a kit availabe with a partnumber. I am sure if you use a partsbase like fipart.com or another one you can find another source where this item is stocked... Its indeed a part for the eaton actuator 1000Hrs SB...the kit is not a cheap part... rgds Luc

Quote: jlunseth An RMI assumes ground based navigation systems. There appears to have been some excitement about them some years ago. But the trend is towards GPS and away from ground based nodes. Nothing gives a pilot better SA than a picture of where the aircraft is and where the airport is. iPad, EFB's, MFD's are the trend. So to give you an example, I have ADF, two Nav. Receivers, and a GPS? If I were considering a further investment in Nav. Equipment, why would I choose on that relies on ground nodes that are going away, rather than better GPS and map display technology?g

Quote: jbs007 Of the large and random assortment of GA aircraft I have flown, I don't think I've ever seen an RMI in one of them. Being a military pilot, I was taught to use one in flight school and every military aircraft I've been in has one. The truth is, it is probably the best instrument I have ever used. Nothing builds SA better than an RMI (for me at least). Why do so few GA aircraft use them? Are they expensive to buy/maintain? I'm buying a Mooney and I think an RMI is the first thing I'm going to do to it.

I had my Kr87 repaired recently....pleanty of NDB's and locators here, wouldn't like to miss it...cheap way to listen to Radio broadcasts when a long trip in europe. Anyway MW is on rennaisance with DRM technology....Maybe all this old transmitters to could be re-used for a cheap weather data link.....just dreaming http://www.radio-electronics.com/info/broadcast/drm/drm-digital-radio-mondiale.php

Hi Ben thanks for the offer. . My bird is in Hungary for some maintenance actions I am curious what the findings will be though if they can't identify the pump I may take on your offer, nice area for flying also... I read once an article that KI256 bearing degradation starts with a pitch down and after a while it will suddenly rather abrupt start indicating a unwanted roll...with all secondary effects if the A/Pis engaged at that time...... thanks rgds Luc

Last week I was flying at 11K Ft and my KI256 showed a slight pitch down.though I was level, KFC150 engaged in ATT hold was trying to compensate with a climb...Below 8K Ft all was fine......Roll channel no problem I am afraid my KI256 is in for a bearing replacement...? It has about 600 Hrs since it last went in according logbooks... Any thoughts on these symptoms? thanks Luc

Progress Report: I decided to go for a second opnion and I flew over my Aircraft to the biggest/best GA MRO company in Europe (Germany) capable of doing prop's, piston engines, fuel servo's, turbine engines etc..and Guess what...? They called me this morning and told me.... my engine doesn't have a problem it was at 0.3 IPS and they brought it back below 0.1 IPS...with a balancing report.......YEAHHHHH This will save me MEGA Euro's...lessons learned only trust the best professionals you can find and sometimes having a second opinion pays off...What a relief.... Lessons learned I will only do my prop balancing with a company capable of statically & dynamically balance a prop and having the capability of checking the prop pitch angle blades, crankshaft within a minute of precision...You really need specialists for this analysis .. Thank you Roder Presizion in Frankfurt Egelsbach http://www.rp-eg.de/ rgds Luc

You can buy a complete SS set from http://www.milspecproducts.com/cowlkits.htm#mooney I used it and they it contains all the stuff.. rgds Luc

Quote: rbridges I agree but if your primary and 2 back ups go out, then a higher power obviously doesn't want you flying.

I always carry a paper chart. Paper doesn't go dark unless you burn it..

Quote: JimR This video was identified by AvWeb this morning as a fraud. It's creator is an animator, presumably seeking professional exposure. Jim

Sure would solve my traffic problems in the morning

well if it is true ?...

I know the one in it now was 7000$..the engine only has 700 Hrs since overhaul....if this one does not pass the inspection after 50 Hrs run-time ...I have a serious problem.........

Quote: N4352H Luc... I had the same issue a number of years ago. My engine was modified under an STC and had higher compression pistons. Over time, this did it's damage. We identified the crank issues with prop balancing. Byron.... .052 is a good as you'll get it. If it doesn't fly smooth, you developed a harmonic and I'd put it back. But there is no way of knowing for sure if you were at .352 all those years. It could have been progressive.

Well it was a consequence of things, the old crank was out of tolerance (pilot flange)after a shock load inspection. An overhauled (re manufactured) was found in the US and installed (with the old fly weights)...the prop is newly overhauled and should have been statically balanced anyway...Byron my value is double your initial value something around 0.8...unacceptable for longer run. I will limit it to a ferry flight....What I only find strange I don't notice the vibration round 2400 RPM.....or even higher values..only on the lower RPM you could say there is some roughness...Apparently from the analysis they can identify some known sources......crank, magneto, etc...I only hope that after this painful exercise things will improve...Only some companies in Europe have sophisticated prop balancers for verifying this......

I was rather hesitant to publish this but I think we can all learn from this.... Received some bad news today....my aircraft was in for a dynamic prop balancing...the final stage of my major overhaul process after solving all of the avionics issues, I was on top for a week or two ......;-). The balancing was not successful....So adding weights didn't bring the value down to below a significant number <0.1 IPS......the consequence of this, the crankshaft needs to be rebalanced....pffffffffft. The value is not to unsafe but not good neither.... The aces pro balancer computer analysis shows no harmonics (indicating no accessories contribute to the vibration) but a steady amplitude which can not be compensated with a prop balancing......The company claims they are almost sure it's the crankshaft fly weight assy that needs balancing.... I need to check if this is a dynamic or static balancing .....? I am not even sure how many companies can do this dynamically... Prop is newly overhauled, crankshaft was re manufactured (overhauled) but the flyweights where re-used... It's a pain but too continue flying like that would become more painful I think if i don't address the problem seriously....Only in the yellow when short final) band I sensed some vibration but not to the level I would have found it abnormal... . In cruise I even found my engine running very good.... I don't think cranckshaft re-balancing (including the flyweights) is part of a shock loading inspection is it...? Anybody went through the same exercise? I am learning another lesson the hard way I am afraid...;-(((... I am wondering how many aircraft are actually flying around not knowing the vibration level...? If I would buy a ready to go aircraft (knowing what I now now...) I would certainly ask for a recent prop balancing report....it's like a doctor check-up listening to your ECG.... Luc

For driving your autopilot you need certified equipment ....DAC is making a seprate box which can be interfaced with most of the HSI's http://www.dacint.com/DAC-international-models-focus.php?Model=GDC31 I know I am repeating myself, but you can get now as temporary promotion a LED SN3500 (7K$) you can add roll GPSS steering software for 7-800$, ....a separate GPSS box will cost you also minimum 3-4K$...the older KLN's aren't supporting this....However the SN3500 has course slewing so it will anticipate the turn no fly-over but more a fly by.... so even with the older GPS from the moment you can load a flight plan or have a basic RNAV approach it will fly it.... The SN can later on be upgraded with a AHRS and give you an additional back up ATT...To what I know to fly LPV you need a WAAS GNS430 or similar...... rgds Luc

did you try the bottm up horse syringe style method..? I used this method on my Cleveland brakes equiped motorglider...with the oil can I couldn't provide enough pressure...

Hi Magnus, long time no here... Yes powerflarm is also something that is very good as most gliders have this equipment now ..... Gliders are a real potential danger when the CU base is very hi like in summer and in the mountains..they go up easily till 9 10000 Ft There is even a German company who build an flarm/ADS-B anti collision system....Filser I believe..? http://www.funkwerk-avionics.com/cms/front_content.php?idcat=108&idartlang=677&changelang=3#idart677 I am not so convinced about the Zaon XRX it never can work fully as the antenna is internal with all the metal around. I am also wondering how Monroy can give bearing information without a phase aray antenna or some kind of propagation calculations like in the TAS600 system....? Anyway ...the question I ask myself how much I want to spend for additional collision avoidance equipment...I guess when things goes really wrong there is no value to put on this.....a dilemma.. but if no restrictions I would go for a flarm unit and a TAS 600 from Avydine.....my pocket will be 10K euro emptier then... The problem is also that with ADS-B you are covered for the jet's which anyway are separated the main threat I see when not IFR is the huge amount of ultra-lights, gliders and all the rest of the GA traffic.....In Germany in general you recieve descent traffic information from the controllers in Belgium in general Brussels info just tells " have a clear watch out there is a lot of VFR traffic and the military are not active..." great...thanks for the service..... This webinar from Avydine is quite interesting though... http://www.avidyne.com/downloads/media/corporate-webinars/Corporate_Traffic.pdf

Quote: jetdriven Curious, Luc. Why the yellow band on your tachometer from 2400-2700 RPM?

Quote: orangemtl I'm no aeronautical engineer, but I think they refer to those as 'wheels'.