Bunti

Gami Injectors make most sense, if you have engine fuel flow and EGT-data from every cylinder. The company is great. They will send you finetuned injectors for every cylinder to make them peak at the same time, when you lean. The difference between the first and the last peak is called the "Gami-spread". But without an engine monitor, you are not able to find out about the Gami-spread and you will be unable telling Gami which injectors you need. For my Mooney, I first bought an engine monitor. After that, I recorded the different peak values of the cylinders and sent the data to Gami. With this information they were able to produce the right set of injectors for my engine. If - after installing the new injecors - the cylinders are not peaking at almost the same fuel flow, they will exchange one or more injectors until everything works perfect. I suggest, that you start with installing an engine monitor. I consider the engine monitor as one of the most important pieces of equipment in my Mooney. It tells me what is going on in my engine. There are lots of possible engine problems which you will not see without an engine monitor. For example, I had an intake leak on one cylinder. The monitor showed an alarm and I reduced power, landed and got it fixed immediately. Without the monitor, I would not have seen it and I may have destroyed the cylinder.

Here in Spruce Creek (7FL6) in Florida you can fly all day and night. The runway has lights and a PAPI for both directions. Our GPS approach was restircted to daytime only for a while because of too many trees near the approach sector. Now the trees have been cut or removed and the FAA will give us the night GPS approval for runway 24 back during the next weeks. If you want to depart IFR and you are unable to stay in VMC after takeoff, you can call Daytona Approach via phone and get an IFR clearance before takeoff on the ground.

You are correct, right now it is the same. Over the year, we see often a few degrees more in the south. And my impression was very often after I landed my Mooney in Fort Myers, Punta Gorda or in the Miami area that the air felt less comfortable than in our area. But everybody feels different.

I also suggest to consider Spruce Creek. We even have a German language website for your wife and her German family. Also you find tons of photos on the website. Checkout: https://spruce-creek.de If she wants to fly to Germany, she can fly direct from Orlando (one hour driving) or from Daytona with a stop in Atlanta or so (KDAB is 20 minutes driving or 7 minutes flying from 7FL6). In Spruce Creek, there are about 1500 buildings and approx. 500 airplanes. Due to the size, even non flying people find a lot of things to do. You can walk/bicycle in the secured community for miles and if you like to kayak, there is a dock in the community. From that dock, you can paddle to the Intracoastal Waterway. And from there into the ocean. In our area you still find lots of wooded areas, where you can walk or bike. In Spruce Creek everybody is very frinedly and helpful because everybody believes that he or she lives in paradise. We like the weather very much because in summer it is not that hot and humid as at the Golf Coast or in the Miami/Fort Lauderdale area. In winter the temperatures are still ok. Even after a cold night, the days are usually warming up. Spruce Creek has a paved runway and a private GPS-approach. The new version of the approach will also be available at night. So you can leave and come back any time you want, even on a day with IFR weather. This photo had been taken during the yearly toyparade in December. The golf cart was built from an original Boeing 747 engine. The builder / owner is a Boeing 747 captain. Aerial view of Spruce Creek. In the background you see the Atlantic Ocean.

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

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

Did you switch your ADSB out in the Transponder setup to on?

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

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.

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.

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.

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

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

I spoke to Aspen first. But they only said that I should call Garmin technical support. I keep you updated Stefan

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