Hello to all, Im very proud to join your group!
 

Hello to all on here~


I recently came across an oppertunity i just couldn't pass up. I purchased N358, Which i believe many of you may be familiar with from a few years back. I got a rather amazing deal on the airplane, ferried it back from FLL here to Clearwater Airpark near Tampa. After a very through Annual, (bout 12Ks worth), Im very glad to say she is back airworthy and is running like a champ. She had been setting for a bit but after a fresh coat of wax, almost looks like it just came off the line.

I must thank Don Nieser for the Parts support! He had just about everything I needed and quite alot of it too. Great experience working with him. The Local shop on the field here at CLW started trying to find parts and they were scared to tell me what they were finding until I hooked them up with Don. He definately saved the day amidst a blizzard in OK. I would have brought the pane up to Don for the annual, but having it done 5 minutes from my house was just too appealing, and even though they hadnt ever worked on a skymaster, they seem to have done a great job, at a very fair price. worked alot of deals to try to keep the cost of this annual down, seeing as how all the lord mounts, a fuel pump, a mag, both cowl flap motors (which they were able to fix in house for a couple hours labor thankfully), and exhaust, as just part of the laundry list of squaks.

I have my commercial multi inst. and rotor, and have a bunch of time in 310s and twin otters, but before purchase i only had a couple hours in a skymaster, so I have some getting used to to do on my new plane, couple questions, is everyone's Elevator so heavy? I love how this plane is flying, just lands a bit different than most everything else Ive flown.. a bit porposiey if that is even a word. How much are most of you using the electric trim on approach? Ive been reading many of the recent posts and must say you all are very informative and im trying to get through everything that I come up with on the search, but im sure there will be more to come~

First test flight after the annual went well, everything but a fuel gague worked great, just getting used to power settings. actually saw 179 kts at 1000' on my way home from some touch and goes, and I gotta say, you guys know where its at. Im looking forward to meeting everyone at Sun & Fun, as Im planning on attending, Might even make it up to daytona for drinks with everyone. Ill get a couple pics up when I get them re sized... thanks!

Scotty,

Welcome to the forum. This is a great place to find all types of information concerning your 337. It's been a great help to me concerning serval issues I've had to deal with.

Hope you enjoy it,

Karl

Hi Scotty,

I'm not quite sure what you mean by the elevator being "heavy." I'm assuming you mean quite heavy in pitch especially on landing. What I can offer you is something to check. My 73 C337G model is not heavy at all in pitch. It is very easy to land. On my particular model (and I do not know if it is identical on other models, please verify because these airplanes have many differences between models), the trim has limits that change with flap settings. As more flaps are selected, more aft trim becomes available. After landing as you select flaps up, you can watch the trim wheel roll itself forward (nose down) to the highest level of aft trim with the flaps up. There is mechanical linkage that accomplishes all this and must be rigged correctly. When I purchased my airplane many years ago, it was all messed up. All this info would be in the service manual.

As for your fuel gauges, see my posts and many others on the signal conditioner aka fuel control monitor. These fuel gauges have caused many headaches to owners so good luck. Again, my airplane is a 73 C337G and I do not know if the system will be the same in your model. The good news is that after replacing the signal conditioner with an overhauled unit from Aeromach Labs $700, the gauges have been working well.

My final thought and I apologize if I sound as if I am preaching, please take the time to get to know your Skymaster. Read and understand every word of your operator manual. I have read every accident report on the Skymaster and it is so sad to see literally 75% of the events being caused by simple improper handling of the aircraft under normal circumstances, especially the fuel system.

Ok, I'm done now. Congrats on your new to you Skymaster and enjoy the airplane. I love mine and it truly is a wonderful airplane to fly.

Good Luck,

Ed

Ed & Karl, thanks for the welcome~

Thanks for the info on the trim, after looking at the POH, I went to the airport today, and found that with the master on, and flaps retracted, the maximum trim nose up is at the bottom of the white take off mark on the trim wheel. I then dropped the flaps incrementally, and found that the trim wheel, even at full flaps down, would not trim any further nose up than the spot it was at with flaps fully retracted. Would that mean that there is a circuit or something not closing when the flaps are operated, or would this be more of a cable rigging issue? I only ask, knowing from your response that its a mechanical linkage, because it didnt change anything at all with the flaps operating. Also, before I took it up on the maint. flight friday, I noticed while taxiing that the elevator was catching, or had a tight spot halfway or so through its travel, I had the mechs check it before we went, and they had found that the chain that drives the nav-o-matic had a kink in it, so they tightened the chain and the problem was resolved.

How much nose up trim, in relation to the take off white marking on the trim wheel assby, would you say you have in the elevator while on a normal approach to landing? obviously, if theres 16deg. of travel im not getting out of the trim tab, would be the reason the airplane feels so "heavy" on landing, wouldnt you agree?

This is a very cool and unique aircraft, that im looking forward to putting a lot of time on, and I totally agree with you Ed. Im studyin~

Thanks again for your time~

For take-off I use the bottom of the white mark (up trim) with the published 1/3 flaps. I have the Horton Stol wing and normally rotate at 75 - 80 indicated although the aircraft is already asking to leap off the ground.

For landing I use 1/3 flaps on downwind (160 MPH) and then slow it to 140 MPH for the gear.
On base I use 2/3 flaps and final full flaps. While base to final I will use 110 - 120 MPH and full up trim. When I add full flaps on final then the trim system allows more up direction as desired. On final I use 100 - 105 and normally end up full up trim with full flaps. Once the runway is made then let it bleed to 75 or 80 for touchdown. I find if you land with too much speed you may experience some hard landings or maybe the "porpoising" you might be experiencing. Keep in mind with my numbers I have the Stol wing.

Yes the elevator is a little heavy but use the trim to assist and you will find that your landings will be greasers. The Skymaster is a very easy airplane to land.

Hi Scotty,

I cannot answer your question precisely about where the exact trim location is for landing. I am fairly sure it is aft of the range marked on the trim panel next to the trim wheel. The no flap range is the range marked on the plastic panel next to the trim wheel and then the trim pointer actually moves aft of the entire range marking on the plastic after I have selected full flaps for landing and select more aft trim to relieve the heavy feel of the elevator. After landing and selecting flaps up, the trim wheel will automatically roll itself forward to the aft end of the range marked on the plastic panel which is the full aft location available with the flaps up. As I mentioned, on my airplane, this is all accomplished with mechanical linkage. There is no electrical involved here. The next time I fly, I will pay close attention to the pointer for various stages of flight and report what I find. We are to get 6-10 inches of snow tomorrow so it may be a week or two before I get my hanger dug out enough to fly.

As Herb mentioned, these aircraft are very easy to land. My experience has been quite easy to land on the mains and hold the nose off with easy back pressure on the control wheel. It is not heavy in pitch at all if properly configured for landing. I'm not sure if all models of the 337 have this trim configuration. Have your shop check the service manual for your model. My guess is something is not rigged correctly in your airplane. I suspect you are working too hard to land your plane. I have never heard anyone describe it the way you do.

I do not know if you have any time in a Cherokee6, but that was a nose heavy airplane. I would actually roll enough aft trim on short final in that airplane to cause me to have to push slightly on the control wheel to hold the proper attitude. Then for the flare, the required back pressure was at a more manageable level. In my Skymaster however, this has never been the case. There has always been enough trim available and much better balanced control forces in all configurations to not have to work even remotely hard. I'm thinking you should have the control rigging checked. Good luck and I will report back with more precise trim positions when I can.

Take care,

Ed

One other thing Scotty....with the flaps full down and the trim at the aft position on your trim pointer range, it actually takes more force to manually roll the trim aft for the additional amount available when the flaps are down on my airplane. Obviously, do not force anything, but the force to manually roll the trim the additional amount available aft with the flaps fully extended is definitely higher then rolling the trim through the normal range when the flaps are up. There is more resistance on the trim wheel is what I am trying to say. The level of resistance is high enough that the first time I attempted it after my IA re-rigged the trim system he had to demonstrate for me. I thought I had wheeled in full aft trim with the flaps down but in fact I had not. I hope this makes sense.

Hey Scotty....

I checked my POH today and from Section 2 - Systems, page 2-14, the following is exactly as quoted in the POH.



WING FLAP-ELEVATOR TAB INTERCONNECT SYSTEM

"The wing flap system is mechanically interconnected with the elevator trim tab system to automatically eliminate excessive nose-up trim while the wing flaps are being retracted.

With the flaps retracted, the trim control wheel can be rotated in one direction until the trim position indicator reaches the NOSE DN position, or in the opposite direction until it reaches the lower half of the TAKE-OFF range marking for nose-up trim. As the flaps are extended, additional nose-up trim beyond the TAKE-OFF range can be utilized. Maximum nose-up trim is available when the flaps are fully extended. As the flaps are retracted, the interconnect will automatically rotate the trim back to the TAKE-OFF range."



Check your POH and see if you can find any reference to this system. What year and model do you have?

Ed

Scotty,

I managed to do some flying over the weekend as well as today and here are my observations with the elevator trim. I place it in the center or maybe just a touch aft of center of the "TAKE-OFF" range marked on the pointer scale. This makes for a nice easy rotation as the airplane is accelerating through 85-90MPH with flaps at 1/3 extended position. After rotation a slight forward trim is required to hold 110-120MPH on initial climb. Once the airplane is cleaned up some additional forward trim is required to cruise climb between 140-150MPH. All speeds are indicated airspeeds.

During landing, after adding full flaps, the trim pointer is well aft of the "TAKE-OFF" range. Probably a third to half an inch aft of the "TAKE-OFF" range as marked. This is into the additional trim that becomes available with the addition of full flaps. This is at a final approach speed of 90MPH with full flaps making for an easy flare into a smooth touch down with the nose wheel clear of the runway. I can continue to easily hold the nose off for several seconds after main wheel touchdown until the speed bleeds off at which time the nose will gently fall to the runway.

Hopes this helps.

Take-care, Ed

If you remove the rich Corinthian plastic that Cessna used around the trim pointer you will see that the pointer can be moved and adjusted very easily. You may want to roll the trim to center (check the tab on the elevator) and be sure it is calibrated to about the top of the take-off mark.

Thanks for the info Herb. Do you think my trim indicator is incorrectly calibrated? It seems that it would be indicating accurately. It points in the center of the take-off range during take-off with maybe just a hint aft of that if no one is in the back seats. The pointer is only well aft of the take-off range during landing which is logical to me because I rolled in substantial nose up trim for the landing. Is yours different?

Thanks Ed

Sounds correct to me. If it's in the T/O area with those results I would say that it is close enough.

Might I just say (and please others correct me) but isn't 90mph on final with full flaps a bit fast for that much flap. I could see it over the numbers, but I've never liked full flaps and a lot of power to "force the plane" down final. It seems so much smoother to be at 1/2 - 2/3rd flaps at 90, and then just shy of the numbers hit the rest of the flap to bleed it to stall speed on touchdown. Thoughts ?

I think Ed is referring to the approach and ready to land. Not over the fence yet. I use about the same, full flaps at 1/4 mile final and 100 MPH IAS (blue line) and then let start to bleed off. I have full aft trim at this point and once I cross the fence at 85-90 MPH IAS just pull the throttle off and let it sink to the flair. Greases every time. If it is a short field then I will establish an airspeed of 80-85 MPH IAS, with power, full flaps, full aft trim and fly the airplane to the fence then bleed it off. Normally the horn is squawking before I reach the fence but with the stol wing the horn sound pre-maturely.

The POH attached calls for the 90 - 100 like Ed quotes too.

I guess it depends on how you read it, and what you are comfortable with. I learned out of a grass strip years ago, with an instructor who always talked about gliding to the runway in case of engine failure. This being virtually impossible if you are powering your way down the hill with a lot of flaps. I just looked in my book and for normal landing it say: Airspeed - 80-90 KIAS (flaps UP)

2/3 to full below 110 KIAS
Airspeed 75-85 KIAS (flaps down)
Trim - Adjust
touchdown - Main first.

I always took that to mean the stabilized short approach (with full flaps) is 80 KIAS+/-. Of course it may be splitting hairs as 80 KIAS is like 90 MIAS, but it is still a might slower than Blue Line with full flaps.

I guess it is just what you get comfortable with, but regardless I try to stay away from full flaps until I am within 1/4 mile.

Thanks for the input guys. I generally avoid discussions on techniques. For the simple reason that techniques are basically opinions and everybody is entitled to have their own. I would support any technique that has the aircraft operated within its design limits. If a particular technique works for an individual and it is not outside what Cessna intended then I say go for it.

Thanks, Ed

FWIW

On my bird when I centered the trim tab and the indicator was at the very bottom of the T/O mark

Sorry for the delay in getting back to you guys, was traveling in puerto rico for the last week or so.. So we solved the problem.. the cable that connects to the flap from the interconnect was not properly connected, so i was only getting the standard amount of trim out of the aircraft, not the normal amout with the flaps lowered. Plus a new battery, and when i get back from my trip out west early next week, I can fly and let you all know how it goes.. Seems the problem should be solved though... Im going to try to make it to Sun n Fun to meet up with everyone, and thanks again for everyone's input and advice, its truly appriciated!

well, the trim is fixed~
 

Hey guys, I have to say thanks again to ed for your info you've posted to help. I can say the plane lands about a million times better with the additional 16 deg. of trim. try to land it with the trim still in the take off region. Its a hoot. The problem is now solved however, and thankfully so, took off and had some smoke in the cockpit with the smell of melting plastic and more than a little bit of smoke about 2 mins after departure, so it was nice to not have to worry about it when i was on my way back in as quickly as possible.. Smoke was caused by the left main fuel quantity gauge giving out. Anyone on here run an electronic fuel managment system? Looks like both my main fuel gauges are now inop.... Thanks guys!

Scotty

Hey Scotty,

Well I am happy to hear you have solved the first problem and sorry to hear about this latest one. Smoke sounds scary and fortunately you had no problem making it down safely. You will find many posts on this forum about fuel quantity gauges and they are a weak spot on these aircraft. I had my own issues with mine but never had any smoke like you just encountered. My gauges have been working well since I replaced my signal conditioner from Aero Mach Labs last year.

Many folks here have much to offer about how to determine fuel quantity but I myself am old fashion by simply SLOWLY topping the tanks and then keeping careful track of how much I have flown since the last top off. I can usually come within a 2-3 gallons of estimating what the next top off will take. I would recommend getting those pesky fuel gauges to work however as they are a valuable clue into recognizing a fuel leak before it would become critical.

Keep plugging away at debugging your airplane as much as possible. I know this can get frustrating but once you get through this process, the airplane will be most enjoyable.

Good Luck...

Ed

I agree that it's good to calculate the fuel, given that the guages are so temperamental. I put in the fuel computer to track the useage, but I will caution you that I also had a fuel leak from the cork seal at the top of the right wing (tank inspection port) that drained fuel away one time that of course the computer didn't pick up.

Liekwise an old timer crashed his C150 bush plane 100 yards from the fence down here at SGJ a few weeks ago, and said to the NTSB/FAA/Local Cops, " the guages didn't work but I knew exactally how much fuel I had becuase I always calculate it, there is a leak in the tank".

So meanwhile the plane is sitting at the shop that is doing my annual, and the IA there was asked by the FAA to put 10 gallons in the wings of the 150, and a week later nothing leaked out. It's not going to work out to well for the pilot, but at least he didn't get injured.

Which brings me back to the point that it is better to get the guages fixed, then to rely on other systems that do not give you real quantity. Use the computer or calucluations for planning. Use the guages for flying.

Fuel Management
 

Howdy, Scotty.
Welcome to the group. I'm new too.
You asked about fuel management systems:
As youalready know, there isnt a whole lot out there that is certified for the 337 (seems the rest of the world is resistant to acknowledginging our awsomeness).
We just made a "Spare no expense" upgrade to our panel (cant wait to show it off..its a doozy)
As part of our re-fit, I shopped around for fuel LEVEL indicators which would give me more accurate info than the mechanical OEM needle.
I found a few that seemed just right...until I called and found them unavailable for the 337.
Side note- I'm under the San Antonio FSDO "Iron Curtain" so getting field approvals is litterally an acto of congress.
I eventually landed on the Aerospace Logic FL-100 Digital fuel LEVEL indicator.
Its cool. You get digital, color coded bar-graph indications of both fuel tank LEVELS and you also get a digital numeric indication of tank level, calibrated to 1-gallon accuracy.
Sounds perfect.
It aint.
Although at $500, (aviation terms thats almost free) the installation was reasonably easy...about another $500.
But here is the problem. The tanks have to be filled for the initial calibration mark. Then the tanks have to be drained and re-filled at 1 gallon incriments.
Fuel aint cheap....and once drained, FAA says it cant be re-used.
The calibration process took 7 HOURS.
Best of all...the gauge didnt hold the calibration data...so we did it ALL again.
Still no good despite hours on the phone with tech support.
Sent the gauge back to Canada for eval. After the obligatory Customs delays, we received a replacement gauge 10 days later....and recalibrated...again. More fuel...more time...more money....
We even upgraded and recalibrated the penny-cap fuel level sending units.
The Gauge still doesnt work exactly as it is advertised...but its pretty good.
Owen installed a switch for me that allows me to switch back and forth between factory and digital fuel LEVEL instrumentation so I can always abate my fuel paranoia.
You'll see that I keep emphasizing LEVEL. that is because I've found the decision-making tree on fuel instrumentation is divided into three significant branches: Level, pressure, and flow.
"X-Ray" had a Shaden fuel computer when we got it...gives real-time digital fuel FLOW info and is VERY helpful. It also has fuel remaining indications which takes your manual input of how much fuel you have then subtracts the computed fuel flow, to give you fuel remaining....VERY nice instrument.
And we kept the factory fuel PRESSURE instuments (for now).
Flow and pressure are great....if the fuel only goes to the engine.
If you have a leak, or if its being siphoned from the top of the wing....you wont know.
Both of the skymaster schools I've gonoe to say that the skymasters factory needle gauge is remarkably accurate (compared to other aircraft).
Bill, at RTC in Illinoise points out that the fuel level indication on the mechanical needle gauge is so sensitive that you can watch alterations in fuel density as the OAT changes through the altitudes.
I've rambled on long enough, and dont want to loose track of the question: Yes, I have had experience with a few Fuel Management Systems. I love Shaden. I despise Aerospace Logic....it works...but I make sure I have a redundant indicator.
However.... :) .... I've been keeping in close contact with JPI reguarding their EDM-960 systems monitor. Its been approved for other twins for some time, but the 337 wasnt on the Approved Model List. Yesterday, they submitted the documentation to change that and we should have it available to us in about 3 months!!!!!!!!! :D
That'll give us computerized ALL of our engine, fuel (level, pressure, AND flow), electrical and vacuum instrumentation...in one package....with audio and visual alarms!!!!!
And its from JPI...an increadibly reputable company.
I initially researched and opted for the Xerion Auricle 2120 systems monitor...it seemed great on paper, but numerous issues with their past and current company caused me to pull the order before it shipped.
If you're thinking of upgrading....you might want to install a used Factory gauge until the JPI system is available.
If you're happy with the factory needle....It'll do a good job.
There's my 2-cents. Sorry for dragging it out so long, but I figure giving too many details up front was better than not enough.
Cole

Sounds cool, and I hate to bring this up after all the hassle you went through trying to calibrate the digital guages, but wouldn't it have been a lot easier to fill one tank in 1 gallon increments untill full, then drain it in one gallon increments and take that gallon at a time and refill the other tank? Then you could be calibrating one down and one up all day long to get it right with? I believe the "can't use it" rule applies to your airplane, not to a specific tank therein. And even so, the most you would have to trash is the one wing of fuel when you were all done. Just a thought for future endevors.

I floated that idea to the FIRST installation shop. They said no-go.

I even suggested using water...no go.

I even changed shops; just in case the first one was...."challenged."

The second shop (Owen Bell) specializes in SkyMasters, and they had the same problems.

I called and asked Aerospace Logic why the (heck) they would require such a calibration process...everyone I talked to pointed me to someone else....nobody had a solid answer.

I simultaniously installed one gauge to monitor my mains (75 ea) and a seperage gauge to monitor my tips (20 ea) ... I have 190 gallons total....182 usable.

I had "issues" with both gauges, and with their concept of "support".

Thats why I recommend not going down the path that has my foot prints.

The AE instrument is cool....but it's problematic and doesn't inspire confidence.

One of my MANY MANY MANY hard lessons learned in the process of doing massive upgrades to several planes: it never pays to be the first one to install something. Being the R&D guinea-pig is....frustrating and should be at the manufactureres expense, not the consumer. "certified" should mean virtually bug-free, not "It'll fit, we can work out the issues later."

I'm hopeful that JPI will have a MUCH better product.

Cole

U guys are the best...
 

Ed, Cole and Roger~

Thanks for your responses. Ive been trying to figure out what to do, and I did actually look at the JPI 960. and it looks like it would be an ideal way to go, but I didnt think it was ready for a 337, so thanks for pushing that through for us Cole! Ill probalby hang out and wait till you install yours, and deal with simply calculating the fuel for the moment, as a majority of my trips are within 600 or so miles. Sucks to fly heavy when you dont have to, but at least its not a 172. I may go with a shadin fuel flow computer for the time being just to have some better flow information. If I did have an issue with a leak, I suppose that I could always plan to leave the aux tanks full so I always know I have extra fuel.

On another note, have any of you put together your own checklist that youve compiled from various sources, or are you just using a checklist that was in the plane when you purchased it? mine is a number of pieces of a book glued to a piece of cardboard, so just trying to save myself a bit of work, if its been done properly by someone who is willing to share~ thanks again guys, and Ill give an update soon~

Scotty

As for checklists Scotty, what I did is create my own making sure I included all items in the factory check list and then adding other items that are unique to my airplane, (GPS flight plans, electronic headsets, collision avoidance, auto-pilot, etc.). I organized it in a logical flow pattern, typed it into a word document, printed, laminated, and bound it all together. I would suggest sitting in your airplane and hand write a checklist touching everything on the panel and combo it with the factory check list in a logical order. It takes a little time but it is well worth it in my opinion. When it was all done I have a nicely laminated booklet with everything I need with normal, abnormal, emergency, and performance info.

Take care,

Ed

Scotty, noticing that you joined recently and that you're worried about fuel management and a checklist, let me suggest you visit my "backup" web site at www.SkymasterUS.com.

There is a whole section on fuel management for Skymasters like yours with separate auxiliary fuel tanks, where it reminds you that the fuel in auxiliary tanks should be used in the middle (not the end) of a flight and is not normally available if a main tank runs dry; a round-about way of getting it is presented, but it involves a complex procedure requiring that you first cross-feed.

And I have a one-page checklist similar to the one described by Ed; it's available to you through the web site.

Ernie

There is an FAA advisory circular, AC 23-27, that allows us to use substituet materials to maintain our airplanes, certified prior to Jan 1, 1980, as long as it maintains fit, form and function of the original unit. What this means is that if you can find a FAA Form 337, Major Repair and Alteration form, that was field approved from the FAA, that is approval to do the same thing on your airplane, using that 337 as your approval data.

I just finished an IA renewal program where the head guy from FAA Headquarters was there and explained it.

Dave
N302A

skymstr02,
That is exceptionally valuable information!!!
I wish I had that in August....when we spent 5 WEEKS waiting for the local FSDO to approve mounting HID taxi and landing lights in my nose. We tried citing an identical mounting in a P210 but our delightful fifedom said that they were no longer allowed to boot-strap approval based on a prior field approval...everything had to be specific to THAT airplane.
What a big steamy pile of (crud).
I guarantee I will be citing that AD verrrry frequently. Thank you!!!!!

Scotty,
Im very eager for the EDM-960. I think it will be well worth the wait.
However, be careful "waiting". The promise of three months in terms of avionics launch dates usually translates to 18 months in our world. And I think the fuel LEVEL gauge is on the Minimum Equipment List for the aircraft certificate. If Im right, you gotta replace the gauge with some other fuel level indicator before you can legally fly again. I dont know if the shadin computer will meet the need.
Im not an a&p and I dont wanna come accross as a S---House lawyer.....I precursered all that with I think" and "If I'm right...."
My tips tanks feed directly into the fuel distribution tree for each engine with overflow going back into the main tanks. I use them as emergency fuel only. If my engine stumbles, or if I get the low fuel indication on the digital fual level gauges, the first thing I do is flip the switch for my tip tanks.....that gives me guaranteed fuel to the engine, buying me at least an hour....but I immediate find a suitable "nearest" to fuel up again. The only other time they are less than full is when I'm taxiing after landing. I hit the tip tanks to feed fuel into the engines/mains just to keep things fresh. I think I mentioned I have a fuel paranoia. CNN spent a week talking about the last time I ran out of fuel....I dont plan to make it a habbit (I used up all my good karma credits on that one).

Cole

skymstr02,
That is exceptionally valuable information!!!
I wish I had that in August....when we spent 5 WEEKS waiting for the local FSDO to approve mounting HID taxi and landing lights in my nose. We tried citing an identical mounting in a P210 but our delightful fifedom said that they were no longer allowed to boot-strap approval based on a prior field approval...everything had to be specific to THAT airplane.
What a big steamy pile of (crud).
I guarantee I will be citing that AD verrrry frequently. Thank you!!!!!

Scotty,
Im very eager for the EDM-960. I think it will be well worth the wait.
However, be careful "waiting". The promise of three months in terms of avionics launch dates usually translates to 18 months in our world. And I think the fuel LEVEL gauge is on the Minimum Equipment List for the aircraft certificate. If Im right, you gotta replace the gauge with some other fuel level indicator before you can legally fly again. I dont know if the shadin computer will meet the need.
Im not an a&p and I dont wanna come accross as a S---House lawyer.....I precursered all that with I think" and "If I'm right...."
My tips tanks feed directly into the fuel distribution tree for each engine with overflow going back into the main tanks. I use them as emergency fuel only. If my engine stumbles, or if I get the low fuel indication on the digital fual level gauges, the first thing I do is flip the switch for my tip tanks.....that gives me guaranteed fuel to the engine, buying me at least an hour....but I immediate find a suitable "nearest" to fuel up again. The only other time they are less than full is when I'm taxiing after landing. I hit the tip tanks to feed fuel into the engines/mains just to keep things fresh. I think I mentioned I have a fuel paranoia. CNN spent a week talking about the last time I ran out of fuel....I dont plan to make it a habbit (I used up all my good karma credits on that one).

Cole