wishboneash

Only time I aborted a take off was at dusk at Nut Tree airport (CA) last year, the engine began to run rough and there was no way it would have made enough power to climb out. Turned out cyl #1 lost all compression. I pulled the power off completely, braked and taxied off the runway. Had the roughness occurred a few seconds later, I might have been airborne and looking for a place to land (probably similar to the Indiana crash). Everything was normal during the run up.

Read this elsewhere ... http://garmin.blogs.com/pr/2014/07/garmin-enhances-connext-with-wireless-cockpit-connectivity-to-mobile-devices.html#.U9lbEvldXh4 Flight Stream 210 is compatible with the GDL 88, GDL 69/69A and GTN 750/650 and is expected to be available in August for a list price of $999. Compatibility with the GNS 430W/530W is expected to be available in September. Flight Stream 110 compatibility with the GDL 88 and GDL 69/69A is expected to be available in August for a list price of $549. So it seems the 110 will not talk to the GTN/GNS series. The AHRS is another thing the 210 has which the 110 doesn't.

According to Garmin, the 210 provides AHRS info to Garmin Pilot and compatibility to the GTN series/GNS-430/530. It seems if one has the GDL-88, then the GDL-39 is no longer needed since Flightstream will do everything that the GDL-39 does and more.

I plug in my car daily as well and the M20J was the most efficient plane that I could find that game with a gasoline engine! I am out of Livermore and fly to Camarillo from time to time. The flight takes 1hr 40m with more terrain along the way than you will encounter on your way to Fresno/Bakersfield. The central valley is at sea level for practical purposes so a turbo is a waste if this your primary mission. The J would be ideal unless you planned to cross the Sierras more often. I can try to answer any questions you may have.

I have this cable still connected into my 696 and tied up behind the panel. Once I get it out, it's free for the asking...

From Avidyne... I had thought about the IFD440 before I got the GTN-650 2 years ago. The webinar starts at noon today.... -------------------------- Join us today to learn more about the new IFD540 & IFD440 systems, designed as plug-and-play replacements for the GNS530 & 430 respectively, plus other new products from Avidyne. Learn about key features that set the IFD540 apart from the competition including: · Hybrid Touch- Touch Screen & Button User Interface · Procedure Preview · Airway Flight Planning · GeoFill™ (Running time ~45-60 minutes) 12pm Webinar Log-In Instructions: ------------------------------------------------------- To join the online meeting (Now from mobile devices!) ------------------------------------------------------- 1. Go to https://avidyne.webex.com/avidyne/e.php?MTID=m982e3660b043804d2a4a93589a96d603 2. If requested, enter your name and email address. 3. If a password is required, enter the meeting password: 7814027434 4. Click "Join". 5. Follow the instructions that appear on your screen. To view in other time zones or languages, please click the link: https://avidyne.webex.com/avidyne/e.php?MTID=mc96029db4792573381e52b03994993e7 ------------------------------------------------------- Use your telephone for Webinar Audio ------------------------------------------------------- Use Conference Center Audio: Toll-free dial-in number (US and Canada): (866) 478-7713 International dial-in number:(518) 874-0704 Conference code: 7814027434 For a list of International Toll Free dial-in numbers, please visithttp://www.avidyne.com/support/webinars/intl-numbers.asp ------------------------------------------------------- For assistance ------------------------------------------------------- 1. Go to https://avidyne.webex.com/avidyne/mc 2. On the left navigation bar, click "Support". You can contact me at: tharper@avidyne.com 1—781-402-7434

You have a great looking panel, not much room to move anything to make way for it! I am not sure how good the tape/digital readout is good for unusual attitude recovery though. I still like my steam gauges augmented by avionics like the GTN-650/750 and the GDL-88 doing its stuff in the background. The 696 is used for weather/XM music. I don't use the Nexus 7 except for situational awareness (Fltplan Go) on approaches. Most of time is really spent looking at the traditional gauges and the engine monitor or looking outside (VFR). This is a pretty optimal set up now for me.

The analog VSI is a beautiful instrument and shows trends very nicely especially in stable flight with regards to altitude. I would never get rid of it!

I use the mph scale as well sometimes (75-80mph is a good landing speed for the weights I carry).

I have the exact same issue (cyl #1) in my IO-360 engine. The cover may be distorted. It seems there is no reinforced silicone gaskets available for this engine. Thanks for the tip on the Permatex aviation sealer, Byron.

I like the one in my plane which has the true airspeed "slide rule" which is set for temperature and presure altitude. The TAS reading is unfortunately in mph, but I know the values in knots for the important speeds in cruise. At low airspeeds and flying the plane, it is IAS that matters and that is shown in mph and knots (inner scale).

The Mythbusters might have very good uses for those airframes.

The rear engine has a tendency to overheat. Knew of someone who crashed and died in a Cessna 337 on takeoff.

Last weekend my battery was completely discharged as well. I don't believe any circuits were on, including lights, but the battery was completely deep discharged. I removed the battery (Concorde RG-35AXC) and noticed the ground connection was oxidized (green oxides from the copper). The positive terminal was clean. I sandpapered it and cleaned both terminals and connectors. The charging current was close to 18A at the beginning with 13.5V applied. It completed the charged overnight. The plane started up fine the next day. I checked the battery after the flight and the next day - the charging current was under 2A when I tried to charge it. So I think, the issue is resolved. Battery terminal corrosion is something to check for occasionally.

Carbon deposits on pistons? That's one of many possible reasons.

Just to do some basic calculations, the primary peak current in the coil is 5A, and the secondary voltage is about 30kV. The voltage is stepped up around by around 2500. The peak current in the spark plug and secondary circuit would be ~2mA. The voltage across a "bad" plug (let's say 20kohms) would be 40V. The power dissipated in the resistor would be 80mW. So, for these type of resistance values, there should be little to no effect electrically or heat wise. Operation under different pressures etc, could see subtle engine performance changes but I had not noticed it with the high resistance Champion plugs. I switched to Tempest because of the better design and had to do it anyway since the plugs were wearing out. Now, going to 200k, or 250k resistors or partially open resistors, that's a different story. The power dissipated is close to 1W which is probably going to fry the resistor over a period of time, in addition to arcing over etc since the voltage also gets into the 400V or higher territory.

+1. I had that happen as well. It was a frayed field wire.

I try to pay attention to the ground roll since it you will be up to a fairly high ground speed before you take off. Losing control on the runway is something I worry about. I usually don't have a problem once airborne since I am quite light. Truckee has been the highest DA I have experienced (around 9000 ft).

The only thing I found interesting in USA Today was the full page weather graphics. That is when I get around to seeing it, free, usually in a hotel!

I use the target EGT method which is about 1380 deg in my J. That results in about 16-17 gph near sea level.

I agree that the resistance of the plug up to several tens of kohms is not significant since the circuit is essentially operating in "current" mode once the arc is created. But I preferred to have somewhat better matched plugs to get the best out of my LOP operations (why make it any harder on oneself?). I can go further LOP with Tempest than I could with the Champion plugs.

A comment on the sparkplugs. I switched from Champion to Tempest massives over a year ago and I am quite happy with them. I wasn't prepared to go to fine wire due to the cost. The Champion resistances were all over the place, some as high as 20k ohms if I recall correctly. The new Tempest plugs were around 1-2kohms. Will check them again this annual to see how much they have deteriorated. BTW, I fly LOP regularly and I don't have GAMI injectors.

There are some lower and upper explosive limits explosions to occur. This link provides some interesting numbers. http://postharvest.tfrec.wsu.edu/pages/N6I1A "The limit of gas to air ratios between which explosions can occur, are expressed as lower explosive limit (LEL) and upper explosive limit (UEL). Outside of these limits there is no danger of explosion. For propane they are 2.2% (LEL) and 9.5% (UEL). This means that if there is less than 2.2% propane in a room, there is not enough fuel to explode, or if there is above 9.5% propane in a room, there is not enough oxygen present to allow an explosion. (For natural gas, the LEL is 5.3% and the UEL is 14%.) In addition to the gas, a minimum of 11% oxygen is requited to create an explosion with propane."

Yesterday I was coming in to land (at Livermore) descending out of 3500 to 1400 when I got a 12:00 o clock traffic alert about 1000 ft below me. Norcal approach never warned me. I held my altitude so the aircraft passed under me, then continued my descent. Without this alert I would surely descended into that traffic. Never did see that aircraft. ADS-B out is absolutely worth it. Sent from my Nexus 4 using Tapatalk

Looks great. The only way Garmin could keep up would be to significantly drop its subscription prices for its avionics to stave off the competition. If companies like Dynon can get certification for non-experimental aircraft it would be good for everyone.