N601RX

I noticed there is a complete Dual G1000 wass system on e-bay for 22K or best offer, I'm not sure if any of it could be used to decrease the upgrade cost or not. Might be worth looking into.

Sorry for the sideway images. I noticed that after I posted them, but I could not get talptalk to let me delete them so I could fix it.

Here is an article that talks about what happens when the high speed air hits the closed intake valve. The 3rd paragraph describes what we have been discussing.. http://www.autozine.org/technical_school/engine/Intake_exhaust.html

What you are describing is very pronounced with water flow and is known as the water hammer affect. I designed a test bench a few years ago to test product on that operates on this affect. With water flowing through a straight pipe at around 30 psi we could generate a 400psi shock pulse when the valve was closed. I could see the same thing happening with air to a much smaller extent.

I've played around with it quite a bit with a software defined radio. The extended Squitter on 1090 is pretty easy to demodulate and decode. The UAT datalink on 978 is a bit more involved. Its FSK modulated and the protocol is well documentation. I have it receiving and converting the data into 1's and 0's but never started on parsing it out. Unfortunately the SDR I'm using is about $60K so its not in a home brewers budget. There are some USB SDR that you can get online for under 20 bucks that will pick up the signal. Google RTL Software Defined Radio.

The entire caliper is expensive, around $600 a couple of years ago. You can buy a new housing for around $200 and put the other parts on and in it. I got my new housing from Spruce. I think they sold pistons also.

what I said above was based on other standalone GPS's that do not have a nav reciever in them as the 430 does, so it may be incorrect. Normally the composite comes from a nav radio and GPS's use left/right. There are also differences in the resolvers inside different indicators. The A model basically has a relay to bypass the composite demodulator and can apply the Left/Right directly to the needle movement coil.

It has to be the A. The 209 will only accept composite input. The A will accept composite or Left/Right. The KI 520 will work also. Be careful with buying used indicators. Some models below a certain serial model or mod level are pretty much desk ornaments.

The appendix that contains this is only a draft document and may change. I assume there will be a commit period before it is finalized.

The wording of it isn't very clear. "weighs not more than 2700 lbs," It doesn't say gross weight or empty weight, it just says weighs. Most of the Mooneys of our vintage weighs around 1700. If it is gross weight it is going to leave out a lot of Mooneys and pretty much all the Beech products.

Unfortunately there is some language in the Ga revitalization act that limits it to planes weighing #2700 or less. It looks like us F and newer owners may be out of luck if nothing changes.

Do you have the 201 windshield? I've read that it will put a lot more air through the vent as the original window directs a lot of the air up over the vent. It may also put more stress on the vent when fully open.

If there is any question about the RPM, the Engine RPM app on the I-phone will confirm the problem

I didn't even fly over. The flight ended approx 40 miles prior to reaching Naples as well as 8 hrs Before curfew . I've also read of some airports attempting to collect landing fees based on flight aware data.

I think I will fly into Dog Island next time. Have you tried it out before?

The airport website actually instructs viewers to go to flightaware when they hear a plane to see who the violator is. "If you're interested in finding out about planes that you've seen or heard flying in or out of Naples (airport code is APF), you can go to Flightaware.com, a website that shows real-time flight tracks and aircraft information for the entire country, as well as archives of that data going back three months! It's a great resource for all sorts of interesting information for the enthusiast, students and concerned citizens!"

I received the following letter from the city of Naples today. They obviously have a lot of people sitting around with nothing to do. About a month ago I flew into North Captivia Island which is about 40 miles north of Naples. ATC didn't have Captivia listed and ask me to give them something close, so off the top of my head I said Naples as I knew it was in a direct line with my flight. When handed off to Ft Myers, I told them I was going to Captivia. This was around 2:00 pm in the afternoon. The letter states that I was observed by airport staff operating during curfew which doesn't start until 10pm. The letter obviously has no legal authority. If I'm ever back in the area, I think I'll go do some landings and pattern work as the sun is coming up. They have also post my tail number on their website as a curfew breaker so all their Liberal Tree Huggers can attempt to harass and intimidate me. http://www.flynaples.com/images/docs/noise/MonthNoise/2013/oct%20vc.pdf Sent from my iPad using Tapatalk HD

I see they made an allowance for seaplanes, does my 1pc fiberglass belly count? I could extend it a little if needed.

Its on page 313 draft 21.24 ii I would hope that means empty weight. Otherwise a lot of planes are left out.

They will do it either way. The cheapest way for most is to call them and let them help you and your mechanic troubleshoot on phone and then remove and send them your defective part. The 1st step should be to rule out any leaks. This can be easily done with a handheld vac pump with gauge. There is a red and green hose at the bottom left corner of the pilot side panel. They are slid up over a hose barb that is used as a bulkhead pass through. They can be accessed by removing the left side Avionics panel the easiest. By connecting the vac pump to one at a time and pumping you should get a full downward deflection of the aileron on the side the hose goes to. If I remember correctly it takes 30-40 pumps and it should hold its position with little or no pressure drop on the gauge. Don't go past 4-5 psi. If there is a leak up front, you can then move to the tee in the baggage compartment and test the wing and rudder servo and plumbing separately. They last a long time and all mine needed was cleaning and new tape. If only one side is leaking it will pull toward the side with the leak. It takes a very small hand or a hand with 2 wrist joints to get the wing servo out. The rudder ones are pretty easy to get to.

You should be able to compare prices on some of the garmin stuff. They makes both certified and non certified glass panels. I suspect they are largely the same other than the front plate. They had the certified stuff first and it wouldn't make any sense for them to start over with a clean slate design on a low volume product.

One other option if you just want a gps to drive the autopilot is to install a kln89 or 90 as a vfr install. You can pick these up for around $500 and the install is simple if it is just a vfr install.

I don't remember the number, but there is an old AC that give the guidance that a non certified switch may be acceptable if it isn't powering somethings that failure would be critical to the flight. It states if it is critical, then an approved switch must be used.

The original Brittain PC system will keep the wings level. Came installed from the factory for many years Brittain Accutrac- Upgrades the PC system to allow it to track a GPS or Nav radio Brittain Accuflite- Upgrades the PC system to allow it to follow a DG heading An altitude hold upgrade is also available. The B5 and B6 are also available as a separate system but are rare. They will fly a heading or track, some have altitude hold. These are great systems and cheap to keep operating. They cost a fraction of what anything S-tec cost to install or maintain.