smccray

Isn't there a PSE unit that's a direct drop in for the KMA24?

The 480 is a great navigator. I'm not aware of a reference sheet, but I'm told there are a few youtube videos that will demonstrate how it works. Garmin also has a simulator available for download. I have a 480 in my J

You're right- my posts this morning certainly comes off as self righteous and that's certainly not my intent. They were more of an emotional reaction to the though of me doing something like this myself and thinking about the impact on my family. This hit a little close to home. Sorry if it came off the wrong way. I've had a couple of those never again moments; I'm the last guy to throw stones. That said I'll always be my own worst critic. I agree that we should always discipline ourselves, but I would suggest that we take it a step further- we should recognize each others failures as failures and call them as we see them. It's no doubt possible to do that with a little more tact than I exhibited above.

I never would have departed in those conditions. I don't fly in marginal VFR. Period. No more questions. 2 months ago I could have probably done a scud run in quickly improving marginal VFR with forecast VFR conditions 2 hours later for the return. I was tempted, but bright lines and enforcing personal minimums are established for exactly that situation- to keep temptation at bay. I wouldn't launch into those conditions solo. The fact that someone would allow themselves to even get into that position is completely unacceptable. Taking passengers who don't have the perspective to understand the risk- that's beyond just unacceptable. I don't even know what to call it. Over Christmas, my father said my decision making about the airplane was like a little old lady (in a good way). Damn right. I moved up to a complex airplane with 80 hours, and while many people said it was doable, many others cautioned me about the decision. I have to assume those people who have been there and have the experience have a good reason to caution me, even if I can't fully appreciate it. I've gotten behind the airplane before, and I'm sure I will again despite making every effort to stay ahead of the plane. Add in the stress, at my current experience level, of deteriorating weather with 3 passengers (including one's own children), it's a lot to handle. I need to get my IFR finished, but I'd think twice about making that flight right after completing an instrument rating- loved ones in the plane and bad weather with the stress to get there and get home sounds like a contributing factor in an NTSB report. If you've never read the killing zone it's an eye opener. 200-600 total time is the greatest frequency of accidents. I try not to analyze too much, but I also try not to get complacent having just crossed 200 hrs.

That hits home for me. The hour/profile of that pilot is exactly where I am. ~200 hrs total, half in my Mooney, and 30 hrs of IFR training. Not sure why, but this really pisses me off and upsets me at the same time. There's no excuse for this.

My 796 has plates, but I haven't seen a setting to automatically select the plate rather than the moving map when the approach is activated. The points on the approach path flow down the the handheld as points on the flight plan. I know I can select a georeferenced plate, but I don't know if the handheld can tell that my GNS480 has activated an approach. I genenerally use my ipad for plates so I haven't looked for it, but it's a nice idea.

I dealt with this in the fall of 2011. The Mooney part was very expensive so I went with a unit from Ameriking. The A&P had to fabricate a small bracket to mount the fan, but it's worked okay for the last year. I think there was a thread around here where I asked about the same thing. I'm not sure if it survived the move. http://www.aircraftspruce.com/catalog/avpages/ak_coolingfans.php

I have a JPI830 and I've been happy with it. I looked at the 900, but it would have cost me an extra ~$1400 for the unit, and I would have had to redo the panel in order to make it fit. I was able to fit the 830 in the existing panel. This comes up on Beechtalk periodically- John Dekin would tell you to install a JPI730 with fuel flow if budget is tight. These come up periodically used as people are upgrading their engine monitors. The hoskins transducer in my plane was the exact same transducer that was supplied with the JPI. If you need a transducer I'd sell the one that's in a box somewhere in my hangar. Scott may have a transducer and one or more probes from his salvage J.

35" is probably the dimension across the longitudinal axis of the plane. I would assume the width is the distance from the rear bulkhead to the back seats. The relative size of the width/length of the baggage compartment in my plane would be consistent with my interpretation. Getting a bike into the plane, the door size would probably be the bigger challenge rather than the size of the cabin. Choose a plane with folding rear seats and I suspect you wouldn't have any problem fitting everything in the cabin as long as you can get everything through the door. You would probably need to remove one or both wheels, but you easily have 48" between the rear bulkhead and the back of the front seats. If you're hoping to take bikes + 3 people + bags I suspect you'd be better off with an A36 or a Saratoga. There are a couple threads around here about putting a bike in a plane.

Not sure what you mean by colder on the sides that were not firing. When I had an issue with my ignition system we traced it to the lead, but the lead test was inconclusive. I went ahead and replaced the leads and it solved my problem. Where are you in Dallas? I'm at ADS- if you could use an extra hand let me know.

Lol. I moved my plane to ADS so I have to hop over Love to get there. Too bad... I NEED to fly to get there .

Yep- and she really liked looking down at the traffic on I35. It probably would have been a 4 hr drive... instead we got a 1 hour flight. She even overlooks a botched landing in Austin that required a go around...with my father in law watching. Fortunately only my pride was damaged.

Looking forward to it!!!

Scott- I'm interested in the clock as well as the Lasar visors. Can you send me a pic at your convenience? Scott

If you're buying to save money I would expect it to be a challenge. It may end up that way, but it's more likely that it will end up costing more than renting, particularly if you buy a complex plane rather than a trainer. However... if you're buying because you want to buy... go for it!!! I can't speak from personal or professional experience, but the suggestion that many of these threads move towards is to learn to land and then solo a rental plane before you step up, then finish your PPL in your own plane. Retractable gears don't like the stress that student pilots put on them. If, however, you decided something like a 182 was a better fit for you, I'd go straight to the 182.

Dallas to Austin on Wed if the weather forcast for the return flight on Sunday is VFR. If not... I'll brave the traffic on I35. My wife requested to fly to avoid traffic!!!!

https://www.dropbox.com/s/u3raszel1e89zze/Parts%20%26%20Service%20Manuals.zip The files you're looking for are in this zip file. Caution- the zip file is 500+ MB.

I've ready my Pelican's Perch and that doesn't make sense to me, but perhaps there's something I don't know. Is that a typo? If not, how is 18" in a turbo different than 18" in a NA? I know I could get high enough where my J won't produce 18" of MP and your turbo can still make near 100% power, but down low if the throttle is pulled back, isn't 18" the same regardless of the induction system?

What is the state of your ignition system? My engine doesn't always start in 2 or 3 blades, but after IRANing the mags and replacing the leads, the engine starts much better than it did before the ignition system work.

I have a 796 with a feed from my GNS480. When I load an approach and it adds waypoints to the flightplan they show up on the 796. Just a thought- when I look at the flightplan on the 796 it shows "Aviation In." Does the 796 show Aviation In? Hopefully it's just a setting either on the 796 or the GTN. I haven't noticed if a GPS approach loads onto the 796 when I activate the approach on the 480, but I'll watch the 796 on Sunday. Hopefully, when I shoot a GPS approach with the 480, I automatically get an advisory HSI and glideslope on the 796.

It's my understanding that the Mooney hobbs meter came from the factory wired into an airspeed switch. When the airspeed exceeds a certain level, the hobbs meter starts running; when the airspeed is below that number, even if the engine is running, the hobbs meter is idle. The airspeed switch in my plane died years ago and it was replaced with an oil pressure switch.

Wow- a lot of plane for the price.

I would recommend flying a fixed gear plane at least through your solo- beat up a rental plane and stronger fixed gear instead of your own plane.

Quote: jetdriven I can share it with other A3B6 owners. Im not so sure Lycoming wants this broadcasted.

Quote: jetdriven The airplane is slower now. I expected that going to 20 degrees timing. But not this much. The airplane would indicate 183 MPH on a 80 degree day at 1000'. Bumping the timing up to 25 degrees gave us about 188-190 MPH IAS. One cold day (32 degrees) it indicated 195. [snip] Right now, the fastest IAS I have seen during the break in is 173 MPH. This is substantially slower. This is a pretty big disappointment, but I have been told to expect a few MPH back after the rings are fully seated.