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http://www.atcnotforsale.com/ Even Sully has spoken!
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During the summer months I cross Lake Michigan all the time. Normally climb to 9-13 ish and fly the same way I always do. Toss a couple life jackets in the plane and enjoy the flight.
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they had pipe plugs in the hole where they go. IIRC mine may be that way too.
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For whatever it's worth (probably not much), I had an identical problem a few months ago with my C2k. Turn A/P on, rolls hard until I hit the disconnect. The symptoms did not seem to vary with heading bug or nav input, and I wasn't interested enough in being a test pilot to see whether/when it would stop rolling. I attempted the on/off routine about 25 times and the behavior was absolutely consistent. The avionics shop spent a day trying to find the problem, and came up with nothing. They put the panel back together and said that they would need to send a technician up with me to help get to the bottom of it. On my next flight, all symptoms had disappeared. The shop said that their best guess was that removing and reseating all connections to the A/P fixed the problem. YMMV..
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Don, Would you mind sharing your plans? I would appreciate it very much.... jon.hopping@gmail.com if you can. Jon
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Are you referring to the piston cooling nozzles? If they were missing how was the oil pressure? I've heard of the nozzle coming loose while the engine was running, it makes a big mess inside. Clarence
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Howdy Mooniacs; Have a 79 231 with a Century 41, Aspen 1000 Pro PFD, and a Century AI. AP was working properly for the two months that I've been flying the plane. Flown probably 6-8 hours with it on and it worked flawlessly. Had a shop working on adding a probe to my JPI along with some other maintenance (oil change, fuel pressure/flow, etc). I noticed after that, the AP is no longer working properly. Coincidence perhaps, but I think those are generally pretty rare. Whenever it is activated, the plane rolls hard right. I've tried it 3 or 4 times on different flights with the same symptoms. I've let it go past 45 and it has no sign of stopping or slowing. I had the same problem during the pre-buy, but the AI was not functioning properly then. That turned out to be a bad vacuum pump. Once replaced, the AP worked properly. In this case, the AI appears to be tracking correctly. I was thinking something might have gotten bumped or disconnected. I had the shop take a quick look at it and they were unable to identify the issue. They indicated the cables were still as expected. Since it is rolling past 45, it seems it would have to be an issue between the AI and the AP, correct? Doesn't seem the Aspen would be in play at all, if I understand correctly how this functions. Any suggestions on where to look first? Anything I can take a peek at myself? I'm moving fields next week (KABQ to KAEG) and may start over with a new mechanic, just looking to get a jump start. Thanks! Vance
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Me too, Erik. Awesome! Jim
- Yesterday
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Hey! One of my wishes just came true! I have been wanting garmin pilot to allow their synthetic vision in split screen (with charts or plates) for some time - and what do you know - it just came in today's update!!!
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Nice
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Larry - I will PM you some information. I really like both units. Adds a whole new dimension to my flying. Sent from my iPad using Tapatalk Pro
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I don't think this is the answer on many of the Mooney models, especially the newer ones. But it's a great indication of where we are headed. https://www.uavionix.com/news/uavionix-reveals-skybeacon-the-first-near-zero-install-ads-b-out-solution/
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The air speed safety switch that allows the gear to fold up. Sent from my iPhone using Tapatalk
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@MBDiagMan that tow bar/golf cart combo is potentially dangerous for your nose truss. Backing the plane in is when it's most susceptible. Try to mark your turn limits where it will be easily seen while backing the cart.
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I've heard that corrosion-X is not the best choice because it can seep into rivets and allow them to rotate, exposing fresh metal and allow for intergranular corrosion to start.
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Did you hear it snap? What led you to look for damage?
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Maurader....please give me some advise....I am out of Easton, MD with a Mooney M20J am thinking of getting the L3 and the 650....how are they working out for you, and who and how much put yours in?
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Well mine just started reading on the high side by several hundred degrees....mayne we can combine the 2 and get an average? Sarcasm font. Going to replace with JPI most likely.
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I know several Mooney pilots who are over 6' tall, myself included. I have flown in the backseat of M20J's and K's and have no issue with a 32" inseam. I don't think the backseat of anything before an F would be comfortable for me. I've had four adults in my plane with partial fuel without issue. You'll be a good 20kts faster in the Mooney than you will in the Arrow. That's 10% better fuel economy and 10% more distance traveled between engine overhauls, not to mention, with 6 hours of fuel (if you have 64 gallon tanks), that gives you another hour of endurance over the Arrow, which can save you from having to make a fuel stop, and, if you realize you're going slower than expected, give you many more options in range at your faster speeds to stop and fuel or spend the night.
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Landmark at RDU damaged mine. I don't have the extra stops and have heard that it's better to not have them because that just moves the damage elsewhere. As far as "having no choice", the FAA spells it out that you can handle (and fuel) your own aircraft. Granted, we've all been in situations where you understand the FBO is managing a somewhat difficult handling arrangement for busy events, et cetera, and we want to help accommodate them. If things ever get heated, refer to the following documents: https://www.faa.gov/airports/resources/publications/orders/compliance_5190_6/media/5190_6b_chap11.pdf https://www.faa.gov/airports/resources/publications/orders/compliance_5190_6/media/5190_6b_chap8.pdf
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Thanks VERY much for everyone's input. You guys always come through with the information I need. Remember I said that I am moving to a new airport. It turns out that they have a golf cart and tow bar that I can take and use any time. I am going to go very slowly at first and the airport manager offered to help me get the hang of it. I am sure I can manage it. I will get her in place and mark the floor for the next time. The paint on Joyce is fresh and beautiful so I am focused on keeping it that way. Thanks again for the input. I fully expect that others will also benefit from the thread.
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The Aviation Consumer came by the Diamond booth after the tornado to marvel at our tiedowns and their performance. We used (and continue to use) 3/4" steel rod with a "T" welded to the top of the 24" shaft. They are heavy and a pain to put in, but they won't budge. There's an article in AvCon from right after that fiasco describing the various solutions: Click here if you're a subscriber. "Claw" type tiedown performance is variable in their tests, and it deteriorates with very wet or very dry ground. We use the 24" rod because it penetrates well below the wet (or dry) level. At home, I use swingset anchors, available at any Farm&Fleet shop. The one near me carries lengths up to 18", and they are made of thick steel rod with an auger blade at the bottom. The only thing that will bend straight under load is the top, which is formed into a loop but not welded. They look something like this:
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http://csobeech.com/ Good suggestions for pilots of all makes.
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@jackn If I understand your thoughts, you want the adapter to enable the full capability of the KAP-150 (coupled approach) and not just ALT/HDG/NAV. I can see the rub in that. For some of the fleet it seems this will be a good, low cost option to gain more capability and for other parts of the fleet this isn't a complete solution.
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Read the 3rd and 4th posts down in this thread:
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