Marauder

I looked on the BK site to see if they posted their STC eligibility. Unfortunately not. It looks like they keep this information under tight wraps and I suspect only the authorized distributors have access to it. I would find another BK dealer or reach out to Bob Bramble as Mike suggests to check the eligibility lists. Sent from my iPad using Tapatalk Pro

What is showing on the Connext page of Garmin Pilot? I would check to see if the GDL-39 has the latest firmware. It won’t be the first time that firmware needed to be upgraded to make a Garmin product to work again. Sent from my iPad using Tapatalk Pro

We upgraded from off center runway lights to LED a couple of years ago. Our lights are pilot adjustable and you can lower the intensity to a point not much brighter than the incandescent bulbs they replaced. Still brighter, but much more manageable. Sent from my iPad using Tapatalk Pro

You might try looking on the Bendix King website to see if any of the original STC paperwork exists for the legacy autopilots. I know when I had my STEC installed in 1998, it came with a stack of paperwork denoting all of the components installed and their version/revision. Sent from my iPad using Tapatalk Pro

I think any substance tests are reserved for the fatal accidents and most likely due state or municipal laws requiring them. It would be interesting to know if anyone was ever asked to provide a substance test during a routine FAA ramp inspection. Doubt it. Sent from my iPad using Tapatalk Pro

Ross, thanks for the offer. I will be checking the brakes tonight to see if we are done bleeding. I’m hopeful that we are, if not, I will send you a PM. Sent from my iPad using Tapatalk Pro

You’re a bad bad man. Sent from my iPad using Tapatalk Pro

I think the 999999 is the way they denote that an exact time couldn’t be determined. As for the drug/alcohol testing, I don’t think they have the ability to require a test. Although we did see an incident documented recently where the pilot on a controlled airport was asked to taxi back and the local police did do a breathalyzer on him. Sent from my iPad using Tapatalk Pro

Another day, another chapter. We think we turned the corner thanks to Brian (orionflt) and a nameless contributor. First the ugly. I’ve been a firm believer in the right tool for the job. So when our first attempts failed with a couple of syringes and a Harbor Fright quality oil can didn’t pan out, I ordered a pressure pot supposedly designed for bleeding brakes. Analysis: don’t waste your money. I had used a year old version of this pot in part deux but I thought the unit wasn’t maintained. I ended up with the same result with the new one. Issues with it? It is basically a higher quality sprayer that has been modified. 1) The oversized black hose makes it extremely hard to manipulate the fitting onto the bleeder 2) The black hose doesn’t allow you to see if you are pumping air into the system (it was) 3) The bleeder attachment shown in the second picture is just too bulky to attach and impossible to ensure a solid metal to metal seal I will re-engineer the gizmo to put a high density clear line on it with adapters to fit cleanly on the 1/4” bleeder. After the failed attempted with this gizmo, we elected to remove and inspect all of the work we had done. When looking at the parking brake parts breakdown in the Mooney parts manual, we saw that three different O rings were identified. One under the nut that attaches the reservoir and two different ones on the shaft. The rebuild kit from Lasar contains only 2 different types and the ones they sent for the shaft were the smaller ones. I’m here to tell you, the smaller O ring is fine for the O ring required to the right of the snap ring, but it is way too big for the opening on the housing side. We had to use a reduced size O ring to make the seal fit. Our next attention was to the master cylinders. We removed both cylinders and examined our workmanship. We used both the diagram from the Lasar rebuild kit and the Cleveland parts manual to confirm O rings and orientation. The unnamed contributor pointed us to some old MooneySpace threads that shed some light on the situation. The first was that the two notches on the one sliding adapter was there for a purpose. It was to allow air to escape. The other was the Stat-O-Seal plays a big role in the assembly. After confirming everything was rebuild correctly, we reassembled. We elected to try another Harbor Fright oil can and a meat injector from Lowe’s. The oil can had very little flow and after pumping it for 15 minutes without seeing fluid, we elected to tenderize the situation. We used the meat tenderizer syringe and it worked great. We got a steady flow including bubbles. Once we were convinced that fluid was through the system and we topped the reservoir we acted on Brian’s suggestion that once the system was filled we wait it out overnight. The next day, sure enough, we had brake pressure on the right side and proceeded to repeat the process for the left side. At this point, we have solid pressure on both pedals and once the ramps dries out, we will confirm proper braking. What started out to fix a slightly soft right pedal and to replace the 43 year old brake lines turned out to be a recipe for the Christmas Scrooge. Bah humbug! Sent from my iPad using Tapatalk Pro

Or flying below 500 feet near houses surrounding the Bay was okay as well. Sent from my iPad using Tapatalk Pro

You can keep the panel you have and have someone paint or powder coat it to make it look better. Later, as you indicated, you can have a final panel cut to make everything look cleaner. I went through 3 phases of panel cleanup. The first was the initial upgrade to GPS, the Aspens and a couple of other changes. I had an 830 installed where the 900 is installed now, but I did not recess the 830 and it stuck out a bit. I will find some evolution pictures and post them so you can see. Here is a picture of the radio stack from my plane. One thing that happens is over the years there is a lot of cutting of the rack to accommodate new radios. In my case, the rack was in bad shape and the radios were actually not being supported correctly. An honest shop will tell you the condition of the stack. Mine was completely rebuilt. I have a picture somewhere of a notch actually cut out of the rack structure by one shop to get something to fit. Sent from my iPad using Tapatalk Pro

I think you’re missing a valuable point about what the industry standard is today. In 2012, I was still flying nothing but VOR and ILS approaches because that is all what I had in the plane and all I needed. That is until, two of the airports I flew into regularly eliminated their VOR approaches in favor of GPS approaches. When I decided it was time to enter the world of GPS, a non-WAAS unit was not an option. All new units had WAAS. I certainly wasn’t going to buy a used non-WAAS unit at that point. Once I began flying the GPS, I realized that the GPS was smart enough to pick the best available approach and certainly made IFR flying easier, especially with the addition of GPSS. Sent from my iPhone using Tapatalk Pro

I’m about to wee wee all over my brakes. What a frustrating series of events. If we don’t make progress tomorrow, I’m going old school and cut a Fred Flinstone floor panel. Sent from my iPhone using Tapatalk Pro

I started my panel redesign just like you’re doing. I would take it one step further and find a CAD guy to do a mock up series and then cut new panels to accommodate the moves and changes and not leave your panel looking like a Frankenstein. I learned that lesson. As for the 900, I certainly think you can do this by yourself supervised by an AP who has done them and can help deal with some of the gotchas that you may encounter. The 900 is the way to go. That was another lesson I learned when I installed an 830 first. I would keep the 900 as close to you as possible. As Paul mentioned, it is looked at a lot. I have mine in the center stack. Sent from my iPad using Tapatalk Pro

I will let one of the IAs comment on my thought here. I think the reference on their website pertaining to handling analog clocks is for planes that have a MEL or is part of the type certificate and the clock is spelled out on that list. Sent from my iPad using Tapatalk Pro

I do recall him saying in the video as Part 91 it was okay to have a "look see". What was troubling for me was how cavalier he was on the approach. Especially when he blew through the localizer and was given a vector back to it. And then admitted to the controller he was fixated.

You mean you didn't enjoy the video where he was on an IFR flight plan with a clearly dysfunctional AI?

I started watching his stuff about a year ago and you are spot on about the way he handles his videos. I remember the crap storm he brought onto himself by some of the low altitude flights being posted. Clearly busting the altitude requirements. Those videos got pulled pretty quickly. I also noticed that he has started calling out by name some of his critics.

What exactly needs to be done to the plane to make it airworthy? Any chance you can get another mechanic to come in to get it flyable and take it elsewhere? Sent from my iPad using Tapatalk Pro

Hey Easter Egg guy, that is what you get for buying a 310 [emoji1787] Now you get to see these “opportunities” in pairs. Sent from my iPad using Tapatalk Pro

I have been watching his videos over the past few months. One thing that isn’t noted in this video is that he has literally just installed this panel. And I mean literally. His “first flight” video was posted on December 9th. I don’t know about the rest of you who have done glass conversions, but it took me a number of hours to get used to the functionality. I certainly wouldn’t be shooting approaches for real with those minimums. Sent from my iPad using Tapatalk Pro

What do you think of this guy’s flight? [emoji6] https://youtu.be/OUUxjSmXcpk Sent from my iPad using Tapatalk Pro

I’m not sure where you got the idea that either of us were advocating doing this in real conditions and with our eyes fixated on the needles. Setting up a GoPro aimed at the panel is an easy and safe way to watch what the needles do during the sub-DA area. I am confident the lateral guidance stays active and accurate. I just don’t know what the vertical guidance does. Sent from my iPad using Tapatalk Pro

Sounds like an experiment needs to be run. Easy enough to do, setup a camera, fly an LPV and land instead of doing a missed. If I ever get my brakes fixed, I'll try it.

Another thing to look at is whether or not your headsets are grounded properly. I had an issue with "ground loops" that allowed my headset jacks to act as antenna. Once I got the proper insulators in place, the noise went away. The headsets should be grounded through the audio panel.