Chris Blaine

[Chris Blaine]

Thanks Dennis, I’m tardy in my reply. I think both Garmin and Avidyne are quite expensive in the repair/flat rate repair department. I much prefer the Avidyne overall, but it seems so few shops (that I have had contact with) will recommend or even want to sell them. Garmin definitely has the grips on the business, and I guess some folks should just go with them to get the products out there in use… don’t know if I hear myself talking though!

[Chris Blaine]

To Ashley, and others that have done “the Mod”. Not many comments after the installations, I am hopeful for some reports from the others that have done it. How long waited, how much $$, how satisfied, any regrets/wishing for another system, etc? Just finally getting to some avionics improvements on mine, the stuff Ashley mentioned is mostly where I am headed.
Been flying so long in manual mode that I’m afraid after autopilot installing I’ll likely fall asleep at the wheel.
Chris

[Chris Blaine]

Hi Dennis, I recently flew a friend’s c310 with IFD540/440 and really liked them. They seem much more user friendly and so simple to operate. I was ready to jump on them when he had an issue and the avionics shop had to send his 540 back to FL somewhere. He waited many weeks for the repair and it was not inexpensive. SEA is a giant aviation hub and to think that he couldn’t get support somewhere here or in CA or nearby made me wonder about follow on support or long term prospects of those IFDs.
Do you have any advice that would make me want to return to then and add them to my panel? Also, it seemed that they came with all the bells and whistles at a lower $ than Garmin. Do you have some guidance regarding that?
Thanks for helping out. Aloha,
Chris Blaine

[Chris Blaine]

Hi Ashley, I’m with Ed, what is that gonna set you back? I would love to get a GFC500. Heard nothing but extreme happiness from users. Where is Stein and is Stein the only folks that could do 337 field approval? If someone did it, can another region get away with it without copying their installation process exactly? Definitely an exciting possibility!

[Chris Blaine]

Sounds like a good possibility to me. I would certainly be game. I am still in the market to upgrade my whole panel as well. Should have done it already, but had a severe six-figure water damage issue in my condo and needed to stand back for a while. We’re starting to recover from that and should get onto this avionics upgrade situation again shortly. I hope the autopilot opportunities will become available by then.

[Chris Blaine]

OMG, yes that’s so sad about the hurricanes. And sorry to hear of the Meyers’ damages. I’m sure there are many other more pressing and important issues there than our airplanes. Best of luck in recovering from that terrible weather onslaught.
Thanks though, for some information about the recent goings on. It is always fun and stimulating to hear of our family of owners getting together and what they are discussing and contemplating. I’ll look forward to some further info about the gathering and see what comes up on the horizon.

Happy Flying!

[Chris Blaine]

Hi Doug. Definitely can save weight going to solid state/digital avionics stuff. I am looking into a full panel replacement and expect to save 10, maybe 15 pounds (=/-, depending on how much removed, includes of course removing the vacuum pump mess). People who’ve actually done this can give an actual account. I have the old BN autopilot vacuum servos and gobs of other old wiring still installed so will benefit by getting that out as well.

As for fuel procedures, it takes conscious awareness, but not an inhuman thing. Many planes have similar 4 tank, single selector, low wing situations. Problem with us is only one gauge, on the active tank. By installing a 4 tank fuel gauge system most issues are gone. For planning, right after takeoff upon passing a safe altitude for return to airport I will switch to an outboard tank. You should plan to use those up first. Assuming full fuel, I would run at least 1/2 hour then switch. The ailerons and trim can handle 5-10 gal 30-60 pound weight/bal issue, so sometimes I go an hour. Just keep track of the time/fuel used on your kneeboard and there’ll be no issues for the next flight. Or better yet, just get a Shadin or EI fuel management system to help keep track.

Hope this helps, we do love these planes …rarely sell them. There are a lot of older owners, so now is probably the big opportunity to get into one!
Happy flying.
Chris

[Chris Blaine]

Hi Brent, welcome to the family. A family that rarely sells their airplane – once you get a Meyers, you won’t want to go back! BTW, which one did you acquire?

That is very well written advice given by Ed Pulliam, and covers most everything that you’ll encounter. I will add a couple points here that either bit me or was mentioned to me by others. I’ll add that there may be many things I still haven’t learned and there are definitely more experienced Meyers pilots around, so if I say something ludicrous, I am hoping the Gurus will correct my guidances.

1) The airplane is fast! Many think that’s due to a high speed critical wing and therefore must watch lower airspeeds carefully and use higher speeds on final to avoid the scary sink rate that Ed mentioned. What you’ll find is that the plane can get very slow as well, with Fowler flaps allowing me slow flight near 50 IAS. Knowing that, calculations say that I could use approach speed of 65-70 IAS. Don’t do that, but realize that it will fly at a much slower speed than you should approach at. Ed’s recommended approach at 90 is good advice, and can’t go wrong while you learn the plane. I had been advised to keep speeds of 90-100, and spent lots of time hopping and skipping along the runway. I later realized the slow speed capability and lowered my speeds and started making great landings. But interpreting the gross weight, DA and other stuff to think about getting that speed back to 70ish for flaring might be your aim. The real “must” is keeping some power applied, that avoids the sinker that catches those unaware.

2) We’re fast in part because the engine is not offset like others and pulls straight ahead. With that, and 285 HP or more up front, you must tame the power application at slow speeds and be prepared for a good sustained stomp on that right rudder. Using reasonable throttle application at takeoff maintains rudder control, just don’t jam that throttle or you may wind up heading toward the fence! ALso, in slow flight your right leg will get a major workout. You can tell a Meyers owner by how much bigger their right legs are than their left.

3) The entry door can be finicky. Make sure to get it closed properly and fully for each takeoff. If it pops loose in flight it can be a major issue, and if not closed properly may over time give you lots of troubles.

4) Ed mentioned using only the Main inboard tanks for t/o and ldgs. Definitely. I always select my aux outboard tanks as soon as I get safely airborne to use them up right away. I did lose my engine while landing with the left outboard tank selected. A bit embarrassing having a stopped prop while rolling out on the runway.

I hope this helps. It is a Joy of an airplane to own and cruise around in. In most cases, you will be suddenly the airport’s most popular visitor. I am envious of your upcoming enlightenment. Keep us posted on what you’re up to, and best of luck with your new plane.

Chris Blaine

[Chris Blaine]

OK… I’ve investigated PCA’s big avionics shop and “discovered” the Garmin G3x. Oh oh! Now my upgrade bill just hit the ozone, and I am really torn. Anybody done some drastic big PFD upgrade to their entire instrument panels? I may go that route if I can find some more $$. Seeking any thoughts, and many thanks again, for those of you that have already PM’d and gave good consultations!

[Chris Blaine]

Thanks for the help Ed! My IA says that 2 of the 8 bushings were eccentric, and installed on the same flap … didn’t make sense to him. All the others are normal roller type bushings, so he’s in a quandry. So am I, I guess I will have to try and find one of the experts in the field to shed some light for us…
Chris

[Chris Blaine]

Ashley – has your install helped as you expected? I hope you can add some pics like Ed asked, and anxiously await some more details about the mod. Chris

[Chris Blaine]

Does anyone have input about digital panel upgrades? STC’s, 337 troubles? I’ve seen pictures with nice digital instrument panels, how’d you do it? Thanks

[Chris Blaine]

Hi Everyone. It looks like a good hit for the TruTrak A/P for us. 7 in just the first few months and I’ll bet at least another 10 – 20 more if we could get the word out to those that aren’t routinely on this site.
I wonder about the status, Dean, have you any information? Many folks are redoing panels these days due to the ADSB requirements, so many may consider this that may not normally do the upgrade…
Dean, in the list of capabilities for the a/p system, the most basic of all is not listed, Heading Hold/select I’m sure are a function as well, right?
Keep us posted, I believe many will bite on this chance!

[Chris Blaine]

Hope that I get a bit more help than Mark did. I hope it all worked out… what did you end up doing?
I am needing to upgrade my panel. ADSB makes us get under that panel, might as well get it all in shape. My stuff is all quite dated, and a total panel u/g could be in the works. It is a huge question to ask simply “what should I get”, but can anyone give some good guidance about total radio stack upgrades? I even need to u/g my intercom to 4 place, so everything is probably getting changed out. Any guidance on reliabilities and followup service/database upkeeps, support, etc? Any avionics or systems to stay away from?
And, would any of you be ashamed/appalled or otherwise put off with new avionics/flight instruments inserted into our nostalgic panels? I’m having a hard time convincing myself to go with a G5 digital PFD/ND even though they would be awesome addition to a flying machine. Comments, please. Thanks!

[Chris Blaine]

Has there been any further progress in what style/procedure would be the preferred replacement method for our faulty lenses? Mine are pretty ratty and I would love a simple replacement option… Thanks.

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