Marauder

2500 -- Divorced and living on the internet

Thanks for pointing out the 10 hour time limit. I did set it to 2500 because that is where I normally run in cruise (less vibration). I found this on the JPI site (it wasn't in the manual): What is Tach Time and how do I set it up? Introduction to Tach Time Tach Time is calculated based on the average cruise RPM for your aircraft. Tach Time is accumulated once per second, using the following calculation: Tach Time = Tach Time + (Current RPM / Average Cruise RPM). Tach Time is true (counting at 1:1 with HOBBS), when your current RPM is at the Average Cruise RPM setting in the EDM. When your RPM is less than Average Cruise RPM (when taxiing, decent, etc), Tach Time will count slower than HOBBS Time. When your RPM is higher than Average Cruise RPM (during takeoff, climbing, etc), Tach Time will count faster than HOBBS Time. Calibrating Tach Time When shipped from the factory, your J.P. Instruments EDM will be set with Average Cruise RPM = 2400. If your aircraft’s average cruise RPM is not 2400 RPM, follow these steps to set the Average Cruise RPM value. With the engine off, enter Pilot Program Mode by holding STEP and LF for 2 seconds. Tap NEXT repeatedly until END? is displayed. Tap the FACTORY button, or hold STEP and LF for 2 seconds. Tap NEXT until AVERAGE CRUISE RPM is displayed Hold the left 2 buttons for 2 seconds to allow modification of the Average Cruise RPM. Tap PLUS or MINUS to modify the RPM value. When the value is properly set, hold the left 2 buttons for 2 seconds to save changes. Tap NEXT until END? is displayed. Tap YES to restart the EDM. Important: Be sure to set AVERAGE CRUISE RPM in the first 10 hours of operation. After 10 hours of operation, the Average Cruise RPM setting will be locked down to prevent tampering with Tach Time values. What will be interesting is how this compares with the EI tach time. With the last round of upgrades, I no longer have the mechanical tach. The MP gauges for both the EI and JPI match exactly. So, at least I know it is possible!

I looked at the 900. The price difference was $2k just for the box (non turbo version, 4 cylinder). I don't believe there are more costs associated with the installation since most of the 830 probes/sensors would take about the same amount of time to install whether it is a 900 or 830. There may however be additonal paperwork/cost associated with the certification of it as the replacement for the primary instruments (like you may be required to remove the original stuff). I don't have the final installation hours yet, but when I see it, I will give you an idea what it took for the 830.

I found out that FDR stands for "Flight Data Recorder". Apparently to connect it to some external black box and this sets the communication protocol. I did see a MPG reading but do think "fuel to destination" would be more important and will switch it over. Thanks. Also saw an option to interface it with a CO Guardian system, both CO and O2 (level for the pilot ). When you say fly rich of peak, should I be leaned or just make sure the mixture is on the rich side? Here is an updated picture of the right side of my panel. I had the breaker and right side avionics panels rebuilt, added the JPI 830, removed the fuel pressure/manifold gauge, installed an EI manifold gauge, moved my EI FP-5 over and had all of my switches for the AP consolidated (there is a placard being built to replace where the switches are now, what you see is temporary). I asked to have the panel painted to try to match the left side. Next year I will have it all removed and painted in a lighter color. Before: After:

Sleep?! I work for corporate America! We gave that up!

Now, now Bill... we all know parrots wear Halo headsets.

Just got my plane back from annual. I had a JPI 830 installed and a few questions came up while I was setting it up. > What is the FDR setting used for? I found it in the setup screens but found no mention of it in the manual and it seems to be a mystery on the Internet as well. > For those with Garmin GTNs, did you use the GPS-6 setting? It seems to show data based on GPS but my return flight was too quick to see if it is accurate. > If I understand the % HP calibration correctly, all I need to do is fly a 70% HP profile below 10k and adjust the unit to 70%, correct? > Why do you think they did not include a fuel pressure option? Thanks!

Nope, this is where we start the CamGuard discussion.

Oh oh, it's me. I won't leave either!

After a crappy day at work, I needed this humor! Thanks!

I never understood why the autopilot debate exists. It's a tool just like every other piece of hardware in the plane. Do I not use my MFD because "real men use charts". Fly enough hard IFR, an autopilot is a welcomed addition to the tool bag. Even the real men use it to fly Cat IIIb approaches...

Now that is some funny stuff! I can see it now (said in my best parrot impersonation voice), "AAAAH, fly 090, aaah, descend and maintain 2000, aaaaah proceed direct CRAKR". What an autopilot!!

I want an attorney. Silence, silence, silence... OKAY, I can't take it anymore! I did it! I did it! You satisfied?! I did it!

Sorry about being blunt. I can understand a mechanic deferring a complex problem requiring either specific tooling or knowledge. This AD just isn't one of them. And since it pertains to a number of fuel injected Lycomings, you would expect an active mechanic to encounter a few of these every year. It just sounds like he doesn't want either your business or to be bothered.

Get a new mechanic... Here is the Lycoming service bulletin the AD is based on: http://www.lycoming.com/support/publications/service-bulletins/pdfs/SB342F.pdf BTW - I'm serious about getting a new mechanic. The service bulletin is straightforward. ANY mechanic should be able to do the inspection.

You mean something like this:

Robert -- Until December, I was flying IFR on a regular basis with a Narco Mark 12D+ and a TKM slide in for a KX-170B -- both with glideslopes. I had a DME that was channeled and nice ADF to listen to music as I flying an approach (joking). As AmigOne mentions, technology doesn't automatically improve your instrument flying. In fact, I still feel like I am on the learning curve when it comes to the GPS approaches. What is more important is that the hardware you do have works and you have confidence it won't let you down.

Since the tiles are 1'X1', there is some ability to deal with floor irregularities. But if you have actual dips and holes, you will want to patch them a bit. You can buy cold fill asphalt and a tapper from lowes or Home Depot. Here is the Costco page for the charcoal color I have. It's on sale! It also has a flooring calculator to determine how much you'll need. It is robust stuff and cleans off well. http://www.costco.com/Motofloor%c2%ae-Garage-Tiles-Charcoal*.product.11041974.html

Don -- I have it in my 3 bay garage and in my 12x20 shed (concrete floor). I bought it from Costco when it was on sale. The stuff in the garage has been there for 5 years and it is holding up well -- including under my 8,000 pound F350.

If you are doing oil changes using your mechanic, have it done to conincide with the oil change. When the original AD came out, I got stung with all new lines and clamps. That was back in the 90s. Since then, only 1 line has been replaced. They are pricey though. Can't recall exactly, but the line was over $100. Here is the AD: http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/37c75db7f83d5d548625796d00529e4f/$FILE/2011-26-04.pdf

I got it. Just thought you would have went a little further with it.

I know someone outside of Philly that owns a set. I will send him an email to see if he is willing to loan them out.

It does (indirectly)... it is why you did all those ununusal attitudes while your instructor had you looking down (he/she did that right?). "Punching through real clouds" is much more than flying through a layer. What if you punched in but didn't fly through? The training I received to get my VFR rating included enough knowledge to extricate myself from an inadvertent encounter but more importantly to recognize when conditions exist that should have prevented me from launching to begin with. As I mentioned above, part of the cure for this is the instrument rating. Keeping competent with an instrument rating is another thing all together...

Welcome to flying! The weather is what it is and will be what it will be... I think we all have encountered similar situations. Whether it be flying into the sun on a hot hazy day or a scattered layer turning out to be solid -- it happens. It didn't take me long to figure that to get more utility out of my airplane, the instrument rating was high on my "next to do" aviation priorities list.

I can't tell you how depressed I got when I showed up at college with a plug in Radio Shack 8 track player (which I still own too!) and the boys from NYC showed up with Crazy Eddie's "our prices are insane" cassette players! Nothing like listening to Pink Floyd without that "clunk" in the middle of a song.