Glenn

Mike, I will look for you at Silverwings on Thursday.

I recently had a Garmin FS210 installed so my iPad/Foreflight will exchange filghtplans with a GNS430W. I have only used it for two short flights but am very enthused. I am planing Indianapolis to Tampa next week for SnF. I will know more then.

I have had good service from Muncie Aviation, in Muncie, IN http://www.muncieaviation.com/#!avionics/cfvg They have rebuilt my panel and installed all of the radios including an FS210, and the autopilot. See below:

FWIW, I used Jepps for 30 years and switched to Foreflight about 5 years ago, and could not be happier. It is a good product that continues to improve. My only advice is to reiterate a point already mentioned, be sure to get an iPad with WiFi so you get benefit of the built-in GPS.

I wonder to what extent Cirrus' fixed gear is necessary to absorb enough Gs to make the parachute feasible? Perhaps that informed part of Mooney's design choice.

When considering a scuff and spray, weight is a consideration. Does anyone have data on the effect on useful load, of just adding more paint to the airframe?

Good looking web site.

The item to the left of the stack looks like a Narco Nav11. This was a self-contained VOR/Loc receiver. The center stack looks to be all Narco. The top unit a Mk12 Nav/Comm (good luck finding tubes), and below it a Comm120. Finally an AT150 transponder. This actually is a lot like the stack that I found in my M20F when I bought it in 1984.

The trick to off-airway clearances may be filing using the IACO form. I read about this requirement a few years ago, began using it and almost always get cleared direct. Granted I live in the barren mid-west, but often fly to DC, Florida and New Jersey. From Indianapolis to KMJX I can depend on KEYE BUNTS RBV KMJX. Leaving NJ I will get a full route clearance, but if I ask Harrisburg Approach, I will always get re-cleared destination direct. The IACO form is a bit of a pain, but if you store your info with FLTPLAN.com they then take care of it. Try it. It might help.

This is likely the case. You are reacting to the fact that the reported ATC observed altitude is different from what you observed in the cockpit, and concluded that it is a static system induced error. Please consider that ATC is deriving their altitude information from the Mode C report from your transponder and encoding altimeter. Your encoding altimeter is connected to the same static system as the altimeter on the panel, and therefore should have the same error, if any. It is more likely that the altimeter setting (barometric pressure) at your airplane's location was slightly different from that which was being used by ATC's computers.

Another item that may be worth considering, depending on your planned use of the airplane is range. The F/G models carry 12 gallons more fuel (64 vs. 52).

The STEC is rate based and therefore sensitive to yaw. If you try to help with the rudders, the way many of us learned to make small adjustments on the localizer, you can induce unwanted behavior. I had the same problem on my first approach after installing my 55X. The autopilot settled down once I stopped unconsciously trying to help.

You are correct I should have indicated H10-13X. I no longer have any DC headsets, so I would need to purchase that as well. Can you provide an attractive package price?

The reason for my question is that David Clark does not sell a H10-30X (big ear-cups) derivative with a lemo plug.

I currently have Bose A20s utilizing a lemo plug. I really miss my old David Clarks. Is there a way to fit a lemo plug to an H10-30X or its equivalent?

I have been flying with 2 GNS430Ws and a 496 for a few years and have been pleased. I also have a GNX330es transponder. Typically I use the 2nd 430 to display traffic from the 330. I have configured the #1 430 to push my flight-plan to both the 496 and to the #2 430 so I can easily do what-if scenarios to consider alternate routing. I value the added dispatch reliability of easily getting home if one 430 quits on a trip. There is the downside of a more expensive Jepp subscription.

An F climbs at higher Vy and lower pitch attitude than the Cherokees that many of us transitioned from. I believe it has to do with the laminar flow wing. Use ground effect to accelerate then gently pitch up to Vx or Vy. When flown as designed the F will give surprisingly good climb performance.

Your avionics shop should be able to do this without a problem.

The STEC 55X will couple to glideslope in Approach mode. It will not utilize raw GPSS data for glideslope tracking when it is in GPSS/APR mode. I believe it has something to due with the fact that the autopilot was certified prior to the advent of the LPV approach.

The STEC 55X is not capable of glideslope coupling on a GPS approach.

I had the same experience, right after an annual, a number of years ago. It turned out that the plastic trim near the pilot's side foot-well had been removed and replaced. A self tapping screw (pointy), meant to hold the panel in place, had penetrated the wire harness that was routed out to the left wing. Vibration caused an intermittent short. Good luck.

This is a very useful post. Thanks.

It has been a few years, but I had good luck going directly to Hartzell in Piqua, OH. They changed and balanced the prop while I waited at an attractive price.

You would be wise to avoid the rolling pull-up. Level the wings and reduce power if you are fast. Once the wings are level you can pitch up if needed.

The portable is really for XM WX. The 430s are so I don't get lost if one quits.