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Can't help with the MK16, but I do have pinouts for the MK12D. Probably wouldn't help you...

Be advised that the GDL 82 to GPS antenna cable needs male TNC connectors on both ends. I agree that the 10 foot cable is fine. I installed mine in June, and it has been working flawlessly since.

Photo shows engine in the wreckage. Just the usual ignorance of the press when reporting aviation stories: "He lost his engine"

When my factory new engine reached about 550 hours, I bought and installed new pair of Slick mags. The old ones went to Aircraft Magneto Service for the 500 hour inspection. For about $900 I now have ready spares in the hangar.

Is the whine coming from the transponder itself, or is it electrical noise being picked up by the audio panel or one of the radios and heard through the speaker?

If it is that tight, you need a new assembly anyway...

Me too - at night. My breaker didn't trip, but I sure pulled it fast. I never would reset a tripped breaker in my airplane in flight, even once. Nothing they power is that critical. Probably the most important one is for the flaps, but I can land without flaps just fine.

Just replaced my Concorde RG24-11M with an RG24-15M (same physical size, 20% more ampere/hours). My old battery was just north of 5 years old, kept it on the correct BatteryMinder when not flying. Here in S. TX, batteries in general (auto and aircraft) don't last quite as long due to the high...

Sounds like the gyro. Those are the same symptoms mine exhibited.

Yes, it is on the outside.

My 2001 DA40 has a perforated metal film on the exterior of the greenhouse, er, canopy. It helps reduce the heat, and you can still see through it, sort of. Not sure where you could source the material, and Diamond stopped using it after a few years, painting the area white on newer DA 40s.

Talk about confusing... You could install this:

Your MX is incorrect. Ref the Q&A above. I just completed installation of a GDL 82 in my airplane with my A&P's signoff. He does them all the time. Cost me $150 for "supervision" and filing the 337. Completed the validation flight last week, perfect.

Maybe a stupid question, but the if the installation must be tested and returned to service by a CRS, then what is the purpose of the Validation flight? Just getting the rebate?

I also have an Excel spreadsheet for ADs (and SBs) for my aircraft. When we accomplish one, there is an entry in the logbook with the "Next Due" hours or date. The spreadsheet also gets updated. I print this out for my A&P/IA before each Annual.

Either use new ones, or re-anneal the old ones. For me, the cost of new ones is so low, that I always replace them.

If your avionics shop works on B/K autopilots, they should have a laptop/connector to interface with your KAP-140. You are able to read many parameters, including specifically: Heading Datum and Course Datum from the HSI Nav Deviation and GS Deviation, Nav Valid, DG Valid, and GS Valid from the...

Apparently, the bulbs are soldered in. The part number of the bulb is 037-00032-001. This info is from the Beechtalk forum.

Maintenance logs are so vital. I have used my A&P/IA for 18 years, and trust him implicitly. But... stuff happens. For that reason, when we do maintenance or Annual inspections, I retain the logs. When we are done, he makes the appropriate entries, signs, and I pay him. And, as I said, I trust...

Same thing here. I was able to isolate the problem to my KG-102A (it was only 17 years old...). Fairly quick turnaround, good communication, and it worked flawlessly upon reinstallation.