kortopates

I have one too. Also accidental turns on earlier when i have been working under the panel. But i wouldn’t put any weight on the existing wiring benefit. This technology is made even better by connecting the ACK to your panel GPS, which you’ll more than likely need to pull and connect. pulling wires for a new remote is done with the GPS wires so i’d still count on that. Then there is the installation of the buzzer and battery in the cockpit area and creating a little circuit to test your GPS connection. it’s not a just plug into the tail cone and install a new antenna install. Sent from my iPhone using Tapatalk

STC was needed only to install the Bob Archer Nav antennas - since they're not approved. If you have the room you could install approved antenna's, such a Comat blade antenna as I previously had. But I had to go to lower profile antenna when I did the Encore upgrade with double the size control weights. You'll have the smaller size weights with room to give you options.

Just the glareshield lights, which utilizes a Canon plug and a the AOA display connector, similar to a canon plug.

Your making the point on why the panel location is so poor. One of main benefits of the AOA indicator is that its in your field of view looking out the window at the runway and traffic so that you don't have to look at the panel. The second big benefit is its indications and not affected by changes in weight and bank unlike IAS. But of course having it on the panel is better than not having one, yet I wouldn't have gone to trouble/expense to install it without the indicator on the glareshield. You will still benefit from the alarm though of getting too slow, such as when banking on base to final, if your Garmin AOA provides that audio input like the Alpha.

Numerous examples of $3000 to $5000 fines when an aircraft is flown into another country with an expired registration; plus the plane is impounded longer than it takes to just get a new registration which isn’t always easy. Forgetting to pay that small registration renewal fee can get really expensive! Sent from my iPhone using Tapatalk

The belt driven alternator, #2, will always take the majority of the load because it’s turning faster than the engine driven alternator. That said, each alternator has its own independent VR and although they’re intended to be set exactly the same there is always some difference and as a result there is some variation from airframe to airframe. Yet it’s makes no difference to the charging system how the load is divided. As Anthony said there is no component to control sharing the load unlike most twins that do have a circuit to balance them. Sent from my iPhone using Tapatalk

I also have the Alpha system with the HUD display on the glare-shield with heated pitot - actually dual HUD’s because i fly from the right and my wife flies from the left. Even if my G500 Txi displayed it, it wouldn’t be useful on the panel. Agree with all that @KSMooniac said. Sent from my iPhone using Tapatalk

Take the time to do it right, Aerocomfort for quality. I shipped Hector my seats and glareshield. it didn’t take that long. Airtex would be a very significant downgrade IMO, but very serviceable for the vintage fleet. Sent from my iPhone using Tapatalk

There can be a lot more than just unusable fuel that can’t be seen looking into the fill port. The wing has dihedral with the port near the outside limit while the fuel pickup and remaining unusable is at the wing root next to the cabin with multiple ribs between it and the filler port. it’s great information to “measure” your useable fuel in flight. But unuseable fuel is an FAA approved and defined in our TCDS. We don’t get to change it when weighing an aircraft. Just one of the many challenges in weighing the plane with tanks full is that seldom do owners find that their tanks hold exactly the defined capacity. Mine hold less, which is common, and others such as Hank says a bit more. With our hand made planes there is considerable variation. If accuracy is a goal, weight empty with unusable added back. Or really know how many gallons are in it. Sent from my iPhone using Tapatalk

But where they really comparable in limits and geographical coverage? Avemco doesn’t offer smooth limits and I recall they didn’t include CENAM; perhaps just Canada, Mexico, Bahamas and US. Sent from my iPhone using Tapatalk

We're thinking the same incident. But that wasn't the subject of an AD but a SB that had already been out for many years.

I am pretty sure that was Amelia with the stuck/jammed trim; not runway trim. This is the subject of the Mooney SB to change out the hardware so it's jam proof - you can find it on Mooney.com if not familiar. Its been available for many years but Amelia's incident no doubt sold a lot of SB kits including one for myself!

Yes its on top of the stick yoke. They have pitch and roll trim on the SR22, with optional rudder trim.

Although there is a lot of undeveloped land nearby to the north at Miramar, its out of bounds much of the time with Miramar traffic. I wouldn't even consider it unless I just took off from Gillespie to the north with an emergency. IMO Montgomery has enough to pick from around the field when having an emergency in the pattern without needing to go into Miramar's airspace. Unfortunately our student pilot, appears to have been so stressed that his only option was to force the landing rathe than abandon the approach and ask for help. Looking at the ADS-B track it looks like the pilot starts off fine reducing power around abeam the number. Its not descending right away but the airspeed bleeds off from max 113 kts at 1300' to a low of 78 kts in the base leg at 1050'. 78 is slow for base and it looks like the pilot responds with adding lots of power at this point while making stressed calls about his trim. Perhaps near full power because shortly the plane has climbed up to 1125' and is now doing 119 kts, and next he's at 132 kts, and holds that speed while now coming down at 875' and then 575' (~200' AGL). Around here is likely where the tower called him to go around offsetting to north but pilot may well have lost control with large pitch changes before stalling out and coming down on the nose. Unfortunately the freq was pretty busy at this time with both runways. Ironically, one of the tower controllers, whom was a Cirrus CFI, was downstairs on lunch break when this happened. Your guess is as good as mine if the CFI Controller could have helped; but first thing would have been to get the pilot to calm down and go around. FWIW, I am told by another Cirrus pilot/owner that controlling the aircraft at full max trim is really a non-event for an experienced Cirrus pilot - nothing like a conventional aircraft trim maxed out. He describes it like a 5-10lb dumb bell.

You can also just move the Annunciator from center stack to the right on top. That's what I did. Not a great pict but you can see it in the pic just right of the top of the GTN 750

The popular antenna to put in the belly pan area was the marker beacon antenna done in all the modern Mooney's. But these days there is virtually no need for one so hard to justify the trouble and expense. Vertically polarized COM Antenna's should be on top of the plane. Horizontally polarized NAV antenna's would be best placed in the wing tips to hide them where they have a better view for VOR/LOC/GS signals rather than belly. My NAV antenna's are one in each wing tip.

Electrical failure, including a broken wire, is a very good possibility. I have never given any thought as to where to pull a chute. But if pattern altitude or close to it will do it and winds aren't too bad there is a lot of open space on the east side of the airport when approaching to land on 27L/R. No good places in SD, but there is a large golf course just east of the airport which would be my next choice. There is also Tierrasanta hills open space between MYF and Gillespie but that is going to delay recue folks and you could end up in steep terrain causing more injuries.

The 46 year old pilot was taken to Sharp Memorial a couple minutes away around noon time. He passed away at 1:20pm. A fellow local instructor and past Cirrus owner as well, who is also the Safety Manager for AFW was the first on the scene to help the pilot till emergency responders showed. He's in the video at the far left in white shirt and white hair - you can seem him making hand gestures early on describing the plane porpoising down the runway, But so far I have only heard from his son. Apparently it came down pretty hard on the nose and they had a hard time getting the pilot out of the aircraft.

It was a Coast aircraft (large training school) - can't imagine it not being a student. From the tape, I have a really hard time understanding the Cirrus pilot, seems to begin with "my, ah, my trim is 'hot' then something unintelligible that include "extricate myself"? Anyway, pilot is instructed to go around but crashes before doing so. Eye witnesses indicated seeing the plane porpoise multiple times down the runway. No question, landing an aircraft seriously out of trim is really really hard; especially for a student pilot. Pilot never used his call sign and sounds very stressed and even thought I heard the emergency word when he was cut off by another transmission. Hopefully the preliminary tells us where the trim was, I have to guess full up to stops if stuck, since we would never get the trim in the full down. Not a Cirrus pilot, but with with full flap landings I have never landed with trim at takeoff setting. My trim is set for hands off to maintain final approach speed no more than 70-75 kts depending on weight (1.3 Vso or slower 1.2 Vso for short field) - which is well above the take off setting.

I would look in your airframe log book for details of what you have. If its a STC installation you’ll also have a 337 in your records with more details. I have a LASAR pulse on my recognition lights. Original switch controls all: switch on for 1 sec and they pulse. To turn off, switch back for continuous steady and turn off after more than 1 sec. simple and it’s installed right behind the switch. but no longer available. Sent from my iPhone using Tapatalk

Interestingly Continental used it, and actually required it, in an optional improved warranty program for 1 or 2 years with new engines in order to collect some good data. But nothing has ever been published or publicly released to date that I know of.

Sounds like you have landed at one of the FBO's on my field! Ha Hah. I've probably heard that 100's of times from folks that have obviously never visited Mexico in their plane. Seems every pilot has heard something disparaging like that including stolen/hijacked aircraft. But flying in Mexico is usually cheaper than flying in the US; especially when it comes to gas. And we've never been extorted or anything close to it in over 20 years of flying south - unless you want to count $427 landing fees in Cuba but that was at least known in advance and planned for; except for an extra third airport.

Of course, both hard and dirt. Most dirt runways south are actually very good.

Thanks, but your reference was right after saying "Mexico has a lot of interesting places." so I was assuming a Palomar in Mexico - not San Diego... Geesh!

Palomar? where is that? Mexico is great winter destination! After the new year, one of the bucket list trips is to go pet the California Gray Whales in the one of the lagoons in Baha. February-March is prime whale petting season. Great fun and typically done over a 3 day weekend.