Frans, thanks for your sympathies and comments on this which of course are much appreciated. Principally I agree with all you are saying, But: electricity can be lost at any time, so everything might
Roland a crit : within a second or two with T/O-power and the gate fully closed - so you have to be very quick. I also doubt, that you have your eyes on this the first seconds in a go around situatio
914 folks, I'm not sure another buzzer/warning light is sufficient. I have the GRT EIS400 and you can set an acceptable operating range for just about every parameter the EIS measures and displays. W
I have quite a few instruments in my modified full width panel. But the upper three holes are occupied by three conventional gauges: 1) the manifold pressure, 2) the fuel pressure, 3) the RPM gauge.
Hi Guys I normally switch on my dedicated CB for the waist gate servo as part of my check list as soon as I get in the cockpit, But on one occasion because I was distracted by Ground crew I totally f
PHILLIPS I a crit : Ivor, Your message seems to imply you disconnect the TCU/turbo CB when on the ground. Just out of curiosity, is that so, and what purpose exactly is that for ? Doesn't the master
Hi Gilles I decided early on in my wiring to make sure that the waist gate servo and ECU always had power, So I have wired it direct bi passing the battery contactor, It has a klixon CB that is alway
PHILLIPS I a crit : Ivor, Understand, thank you for your response. We followed the same line of thought, but our TCU is fed through an Essential/Endurance bus. The auxilliary pump is fed direct from
Just like some people like the stall warner, the trim servo, and some other bunch of "recommended execptions" bypassing the master switch? My thought here is that everything could be essential in som