Bunti

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About Bunti

  • Rank
    Junior Member

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  • Website URL
    http://spruce-creek.net/galerie/n6377q/

Profile Information

  • Gender
    Male
  • Location
    7FL6 - Spruce Creek Fly-In Community in Florida
  • Reg #
    N6377Q
  • Model
    M20F (1967)

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  1. Bunti

    High CHT

    Same with my Mooney M20F from 1967: My Mooney has the Lasar lower cowl enclosure installed and a Powerflow exhaust system. All CHTs are doing very fine. Except CHT2 during the climb. Shortly after takeoff my EDM930 shows CHT 2 rising to about 380F. Then I lower the nose and trade some of the climb rate for a speed of 110 to 120 KIAS to keep it at or below 380F. In Florida this is normally no problem due to no obstacles. Sometimes the engine monitor shows a temperature between 380 and 400 for about 2 minutes and then with the lowered nose, CHT2 will go back to below 380F. The other CHTs are about 30F less and never hit 380F. During cruise, I fly lean of peak and my CHT2 is the hottest, but always well below 380F. I usually see 320 to 340F for CHT2 and the others are 290 to 310F. I will ask the shop to adjust the cowl flaps as follows: Open them more in the fully open position and keep the acual closed position or even close them more in the closed position. So the complete travel of the cowl flaps has to be extended. Here are the datas from some of my last flights: CHT2 below 380F: https://www.savvyanalysis.com/flight/2377090/f2662206-c173-48b5-8853-f762d38a21e0 This flight departed after 15 minutes of taxitime with high grossweight (CHT2 was for 2 minutes above 380F): https://www.savvyanalysis.com/flight/2377094/278e05d7-5212-4b39-984b-ca90a3245ebf
  2. Bunti

    Asheville, NC ramp

    We used Hendersonville a while ago and it was a nice experience. Due to the weather, we first asked for vectors to an ILS in AVL. Then we broke out of the clouds and we saw Hendersonville. We continued VFR and landed on RWY33 at 0A7 airport. Enterprise provided a car for a reasonable price and parking was about 10 Dollars a night. They had fuel available, but right now (June 2017) they do not have fuel available for a few weeks due to maintenance of the tanks. I recommend this airport and will use it - for sure - again. If you fly to 0A7, make sure to use the asphalt strip. Parallel are a few hangars on the west side and a grass strip with a museum: http://www.westernnorthcarolinaairmuseum.com/ Here is the google-view of Runway 33: https://www.google.com/maps/@35.3045579,-82.429172,3a,62.2y,295.12h,83.56t/data=!3m6!1e1!3m4!1sePcDI1Chh7G_uUr3LSJhcA!2e0!7i13312!8i6656
  3. Did you switch your ADSB out in the Transponder setup to on?
  4. The GTX 330 with the ES update will for sure give you no ADSB IN. It will give you ADSB OUT, if connected to a WAAS GPS. But thats it. I can tell you from my own experience. I had the 330 with the ES upgrade for some years and wanted ADSB IN and traded the 330 ES into a GTX345 and added a GTN 750 as position source. Stefan
  5. Bunti

    Aspen and Brittain

    The ACU is part of my Aspen. It came with the Aspen unit. It is always needed, if you connect any non digital equipment to the Aspen: A conventional VOR, DME or ADF receiver or a non digital autopilot or Flightdirector. The small transformer is mounted externally and connects on one side Signal COM and Datum EXT of the Aspen ACU with pins D and B (Oscillator to Gyro) from the Brittain DG Adapter on the other side. Pins A and E of the DG-Adapter are connected directly to HDG COM and HDG Datum of the ACU. This works only, if you have the Brittain DG Adapter! This is the box which connects normally a directional gyro with heading-bug to the Brittain-Autopilot-System. To use GPSS-steering or the HDG mode of the Aspen, you have to turn the DG Adapter switch to on. Aspen then sends a heading signal to keep the Brittain on track, even for an GPS approach. For finetuning of your system, on the Brittain DG Adapter you can adjust the DG-gain. Also you can adjust the GPSS-steering Bias in the Aspen setup.
  6. Bunti

    Aspen and Brittain

    I do have the Aspen together with the Brittain Autopilot in my Mooney. Everything works fine: Instead of the old heading bug of the DG, now the Aspen drives the Autopilot. You can call Brittain and they will send you a wiring diagram. From the Aspen ACU, 4 wires are connected to the Brittain. 2 of the wires are connected via a very small 10k:10k transformer. My Aspen is set to HSI Type 1 for the output.
  7. Bunti

    If Garmin was smart...

    The better resolution (more pixels) of the GTN 750 in comparison to the IFD was one of the main reasons why I bought the GTN750. I am very happy with it. After I have sent my flightplan from my Ipad via the Flightstream 210 to the GTN 750, there is no need of using the Ipad for the rest of the flight. The only time I have to use the Ipad is during an IFR approach for the approach charts because I did not buy the approach charts for the GTN until now.
  8. Bunti

    GTN 750 Audible Alerts?

    I have the 750 without TAWS activated, but connected to my audio panel. I even get no "500" call or so. The only call, the 750 will give you, is something like "traffic 12 a clock low 1 mile", if it is connected to an appropriate traffic receiver. (in my case GTX 345). TAWS on the GTN750 is very expensive, so I opted for the Aera 660. We connected the Aera 660 to the audio panel and it gives me all the audio calls for obstacles, terrain and even a 500 feet call during the approach. Stefan
  9. I think for flying during the nighttime, you have to have some kind of instrument lights in the plane. The parts manual tells us, what kind of bulbs have to be in the sockets. So I would not consider it as the same like an additional light in the cigarette lighter socket or so. But on the other hand, you can just unscrew the original bulbs and put in LED bulbs yourself as owner maintenance. I replaced the shoulder lights with the ones from Tom Anderson from Ohio. They work fine. But due to my Glasscockpit, most of the time, I keep them off. I also replaced the dome light by a standard LED bulb (I do not remember the number). It is very bright now, makes no heat, does not drain the battery and is very helpful if you load or unload your plane somewhere in the dark. For all that, I did a logbook entry with my ATP-number. The IA who does the normal maintenance agreed also to the procedure. There was even no change in weight or function. Stefan
  10. I spoke to Aspen first. But they only said that I should call Garmin technical support. I keep you updated Stefan
  11. Paul, until now, I have weather and traffic on the GTN750, and via Flightstream 210 Bluetooth on my Ipad and the panel attached Aera 660. In December, Aspen released an unlock software that brings weather and traffic also on the Aspen PFD, if you have the GTX345. I ordered the unlock software and the avionics shop discovered now that we cannot connect the Flightstream 210 and the Aspen PFD on one output. Problem here is that the GTX345 has only one RS422 output. This can be connected to the Aspen or the Flightstream 210. They said, that the Aspen and the Flightstream 210 cannot share the same RS422 connection because they use a different data protocol. This is done by setting up the RS 422 data output type at the GTX345. For the Flightstream the protocol name is Flightstream. And this cannot be read by the Aspen. That means, if the GTX345 is connected to the Aspen, I would lose weather and traffic on the Ipad and the Aera 660, which is right now transmitted via the Flightstram 210. The first idea of the shop was to connect the Ipad to the GTX Bluetooth and the Flightstream Bluetooth in parallel (Flightstream for flightplan transfer and GtX345 for weather and traffic). They called Garmin and asked. Somebody at Garmin told them that the Garmin App will not work with this configuration. Today, I spoke to a technical supervisor at Garmin and he spoke to the Garmin Pilot App team. They confirmed that this setup should work fine and will be the only solution for this setup. We plan to do that next week and I will let you know, if it works. Don, thank you for the Info about the Flightstream 510 offer. This may be an option too. But it would be expensive. Stefan
  12. The Flightstream 210 gets weather and traffic from the GTX345 via a RS422 bus cable. This cable needs to be disconnected at the Flightstream and connected to the Aspen PFD instead. I use the Garmin Pilot App because WingX is not working with the Garmin hardware. I just spoke to Garmin. They suggested to disconnect the wire from the Flightstream and connect it to the Aspen. To have weather and traffic back on the Ipad they said that I have to connect my Ipad to the Bluetooth from the 210 and the 345 in parallel to get weather and traffic from the 345 and Flightplantransfer from the 210. According to them, the Aera 660 can only connect to one Bluetooth source at a time. So I would have to chose here between Flightplantransfer (210) and Weather (345). Did somebody try this before? Stefan
  13. Today, I travelled 1.5 hours with my Mooney to the avionics shop to get the Aspen software unlock to display weather and traffic on the PFD. The software unlock was released by Aspen in December. The shop checked the wiring and finally found out that they have to disconnect the GTX345 connection to the Flightstream 210 to get the weather and traffic on the Aspen. Doing this, I would get rid of the traffic and weather on the Ipad and the Aera 660 and keep the Flightplan transfer function between Ipad and GTN750. The weather and traffic on the Ipad and Aera 660 may be restored by using the Bluetooth connection from the GTX345. But then I would lose the Flightplan transfer function. So I decided to fly again 1.5 hrs home without installing anything. I like the Flightsream data transfer functions very much and want to keep them. But I would also be able to see weather and traffic on the Aspen. One solution may be an upgrade to a Flightstream 510. But this is an expensive solution. Maybe somebody has the same issue and found a better solution. Stefan
  14. Bunti

    Installing GARMIN

    Steve, the 300XL will never provide vertical guidance during an GPS approach. If you want vertical guidance during an GPS approach, you need a WAAS GPS. If you have a classic ComNav installed or a 430 Non WAAS, you get vertical guidance during an ILS approach, but this does not help for an GPS approach. So if you want vertical guidance during an GPS approach, you need to install a WAAS GPS. An additional COMNAV with Glideslope receiver and indicator will not change the situation. It will only provide a Glideslope, if you fly an ILS approach. Stefan
  15. Bunti

    Installing GARMIN

    Stephen, only WAAS GPS-units, like the 430W, GTN750 or similar ones, will give you a GPS-glideslope indication. All non WAAS units, like the 155, will only provide lateral GPS-guidance. Stefan