Marauder

Aren't you another one of those shunned people?

And to answer the original poster. The answer is simple: $$$$$$$$$$$$$$ this makes them faster. Sent from my iPad using Tapatalk Pro

Hey aren’t you on the shunned list with Guitarmaster and a few other traitors? [emoji6] Sent from my iPad using Tapatalk Pro

The L-3 ESI-500 is a sweet package. The resolution of the display is unbelievable. I didn’t activate the SVT because I fly mainly on the east coast and I already have it on the Aspen. I did turn on the Nav enablement. The unit could easily replace your entire original six pack and you would be happy flying behind it. It is pricey though. Around 6 AMU with another 0.9 AMU to turn on the Nav enablement. Sent from my iPad using Tapatalk Pro

Wow! Sent from my iPhone using Tapatalk Pro

I believe that second port is for another vacuum source (like an electric stand-by vacuum system) if it isn't used by the AP. This drawing may help. http://www.sigmatek.com/php/embed_pdf.php?doc=4B195

I went through the TCDS as well. I was hoping that it would shed some additional insight on the topic. Instead, it confirmed what I believe is true, that the flap speed limitations on Mooneys is dictated by the TCDS based on serial number and these will be reflected in your POH. I did see a few anomalies which I will mention later. For A/B models there appears to be only one flap setting 21.5 degrees and it is limited to 100 MPH / 87 KIAS Beginning with the C models, you will see the 15 and 33 degree flap settings. Up to serial #680001, the flap speed is limited to 100 MPH / 87 KIAS, SN680002 up to 700091 & 20-0001 & up are limited to 125 MPH / 109 KIAS E models up to 690001 have the same lower VFe of 100 MPH / 87 KIAS, from SN 690002 to 700061 and 21-0001 & up have the higher 125 MPH / 109 KIAS VFe First anomaly. There is a posted VFe for F models after 1965 that shows it to be 105 MPH / 91 KIAS. Then the TCDS shows up to SN 680001 the VFe is 125 MPH / 109 KIAS. There is no mention about later model VFe speeds. Second anomaly. All J models are subject to the VFe of 110 KIAS with one exception. SN 24-3000 through 24-3078 are the only planes that have two separate speeds listed. Those planes will be allowed to deploy 15 degrees of flaps at 126 KIAS and the VFe for full flap extension is 110 KIAS. Where it gets stranger is that the POH for this model (I think it is the 1986 model year) is called out separately than other Js. So obviously something happened to those planes where the partial deployment at higher speeds was allowed. After serial number 3078, it resorts back to the 110 KIAS limitation.What is even stranger is the airspeed placard for these serial numbers (3000-3078) also calls out in note g this: g. On M20J (24-3000 through 24-3078) above flap switch: "FLAP EXTENSION SPEED MAXIMUM, 15°, 132 KIAS; FULL, 115 KIAS. This ironically doesn't match what they said the POH should say. K models are limited to 109 KIAS L/M/R/S models have a 110 KIAS VFe and interestingly flap settings of 10 degrees and 33 degrees. So there you have it. Too bad Bill Wheat isn't here to participate. I am sure there is some history there. Based on what I read, I think the safe thing to do is operate the flaps either partial or full extension with VFe as the speed limitation. Unless of course you own a J with a serial number from 3000 to 3078.

What is interesting is that I have two different electronic AIs. The Aspen and the L-3 ESI-500. When the Aspen boots up, I don’t see any indications that it is aligning (at least that I can recall). The ESI on the other hand is clearly doing an alignment function. The ESI also says it can be recalibrated in flight but cautions that it has to be done in level flight without acceleration. I have never needed to recalibrate. This is what they look like on the ground. If you look closely, you’ll see both AIs are showing about 3° nose up attitude. This is what I normally see on the ground. So whatever calibration these units do, I’m pretty confident they don’t need in flight calibration. They always match each other. And in flight. Sent from my iPad using Tapatalk Pro

Packed! [emoji1787] List of ingredients: 2 Person thermal tent Thermal blankets Compass Rain ponchos 50’ parachord Water purification kit Collapsing cups Sleeping bivvy Glow sticks LED strobe Fire starter kits (flint and waterproof matches) Carabiners (lightweight & climbing) First Aid Kit Signal mirror, whistle Camping stove Portable stove gas Camping pots Hunting knife Collapsing shovel Folding saw Hatchet Food is brought on day of flight PLB, flashlights, VHF radio in flight bag Sent from my iPad using Tapatalk Pro

That is why all of this stuff becomes ridiculous. The G5 was not an option for my Aspen’s backup according to our FSDO, yet others will approve it. Sent from my iPad using Tapatalk Pro

What’s that vacuum gauge hanging around for? Sent from my iPad using Tapatalk Pro

Now you’re getting it! According to these regulations, my quarter century of IFR flying with devices with MTBF measured in hundreds of hours is safer than flying behind electrons with MTBF measured in tens of thousands of hours. And they call it progress... Sent from my iPad using Tapatalk Pro

I remember they also issued a warning that people under 150 should not be outside. Not a problem for most Buffalonians. Where do you think I get all of my pictures? Just open up the scrapbook and there they are. Sent from my iPhone using Tapatalk Pro

Or more commonly known in Buffalo as “the great baby boom of 1966”? If I recall correctly it was a lot more widespread than just Buffalo. The one Blackout I do remember well was the great ice storm of 1976. It knocked out miles and miles of power lines. Sent from my iPhone using Tapatalk Pro

Early versions of the 730 and 830s were limited to USB sticks that were less than 4 Gb in size. I think the older units had a 2 Gb limitation. Sent from my iPhone using Tapatalk Pro

Can you repeat that latter value from July 23rd 2018? [emoji1787] Let me help you. Sent from my iPhone using Tapatalk Pro

And to another point, who is to say that the 1986 version of the POH was correct. The original certification documents as mooniac pointed out is where the truth should be found. Anyone have a link for our TCDS documents? I’ll research it later today. Sent from my iPhone using Tapatalk Pro

Sorry guys. This thread was ripe for the picking. I had it happens to me once as well. Pretty violent. Lost grip on the little knobby and it slapped back into “up” position. Could have lost a finger nail. [emoji13] Sent from my iPhone using Tapatalk Pro

Yep. Because it doesn’t meet some “standard”, the limitations apply. Just like the G5 as a backup. I think it is technically only certified as a backup for the Garmin glass. Yet we see it backing up Aspens. I still have a hard time wrapping my head around how an E5 or G5 can replace your AI and not need a backup. But the logic is that you can legally fly with a mechanical AI and not have a backup. And these devices are okay to replace a mechanical AI based on that original certification. Sent from my iPhone using Tapatalk Pro

I’ll pull the summary when I get home. I think it is a 1510. There is a new “lite” version of the Pelican cases that are a pound or two lighter. I weigh everything after I load it and it is usually around 20 pounds. Sent from my iPhone using Tapatalk Pro

Got a better one. On the job in my company car driving down the Thruway headed towards Rochester. It was in the middle of a blizzard. My co-worker and I were doing a steady 20 MPH in the blinding snow. The snow got heavier and we slowed down even more. We saw nothing but a wall of white. Something didn’t look right because we sometimes would see this pinkish hue. The snow let up a bit and we then realized we were literally following 10 feet behind a tractor trailer. The pinkish hue we saw periodically was one of his tail lights showing through the packed snow that covered the entire rear of the trailer. Fun times... Sent from my iPhone using Tapatalk Pro

Another thing to look for is the ratings. The CE rating is a “soft” rating and not as structured as the UL or CSE ratings. I pulled the SwitchBox apart after Phil didn’t provide any more support to me on it. I work with a lot of EEs and had them look at the inner workings. Paul is correct, he modified the box to carry more current than it was designed under a CE rating to carry. One example was he thickened the solder leads to carry more. Not the correct way to do that. Someone posted on this site a relay box from Amazon. It might be in one of the threads Paul posted. I use the relay box to carry the higher draw ceramic heater and just use the GSM box to trigger it. Sent from my iPad using Tapatalk Pro

Phil will have a challenge if none of his design is patented. Even if they are, it doesn’t prevent knock offs being produced and sold. Every time I see Phil at Oshkosh or Sun N Fun, he laments about keeping staff to build these products. Although this production problem certainly creates demand, when someone see this knockoff product and they can have it now, I guarantee you people from this site will place orders with them. Sent from my iPad using Tapatalk Pro

Why Colorado? I suspect most Texans would freeze solid in the winter. And what will you do without all of that humidity? [emoji1787] Sent from my iPad using Tapatalk Pro

I lived in West Seneca at the time. The proverbial snow belt area. The winds and the drifts were unbelievable. I remember driving down south of Buffalo on the Thruway and hit a whiteout. Had to stop on the highway because I just couldn’t see anything. When the wind subsided, I was 10 feet from hitting a 15 foot high drift. Sent from my iPad using Tapatalk Pro