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  2. Gentlemen, Thank you for the information and schematics. It is S/N: 30-0014.
  3. Today
  4. From data/profile and radio doubt it was down because door open? On pax/bag doors open, the aircraft is well certified to fly with it’s doors open while in white arc (say halfway between VS0 and VFE), I don’t think it’s worth closing in flight 1/ passenger door will get ripped off or twisted and 2/ one can’t close bags doors and 3/ lot of distraction I doubt errors on ASI/ALT are that large (200ft & 10kts) in white arc, there is not much asymmetry or ram pressure? however, one will have to fly according to pitch & power (stall warner will fade away with all cockpit noise) For bag door, it can be closed from inside anyway, there is an SB/AD on Mooneys and it may get ripped off and sent to the elevator at 150kias cruise (see an accident report), at takeoff & landing speeds it should stay around (like it did in hundreds of occurrences) https://assets.publishing.service.gov.uk/media/5f7ed012e90e07740f167109/Mooney_M20K_G-OSUS_11-20.pdf For passenger door, it can be closed from inside with the right steps (speed at mid of white arc, sideslip and open storm window), there is a risk of loosing all of it if it jerks I think doors should be closed in parking space, ideally before flight or after I had passenger door open twice, - On final in bumpy conditions in a friend aircraft: it made an interesting go-around, however, landed with door open and zero issues - On takeoff in my aircraft: I heard straps on airframe as I rolled then door opened exactly as I rotate, I climbed to cruise altitude and I close, I had one ATC who could not stop talking as he was supposed to hand me cross-border to London controller (I had no clue what he was saying and he could not just get it: should have declared mayday or set 7600), It seems that it the pax door is likely to go open as configuration changes or at takeoff rotation due to airflow, this is likely to happen at critical moments, however, it’s non-event to fly with both open I used to carry huge lithium battery for my bike in a fire proof bag, however, I was never comfortable as there was no guarantee that toxic smokes can be avoided: my plan was throw it out of the pax door if that happens and fly the aircraft…
  5. I get that they certified it a certain way... But it's been years and even though I don't know much about the certification process, I can't see them having to start from scratch to enlarge basically ALL of the numbers and indicators like VSI, TC, etc. They're allowed to make Software modifications, so I would address it as just a SW modification of the graphics. Hey ASPEN! If you're here, get on with it! The graphics improvements are WAY overdue. Increase to the screen pixels was nice, but a crisper tiny line just doesn't cut it.
  6. As Aerodon stated, the switch is the breaker. see attachment.
  7. You need to post your serial number for an exact drawing. My 252 has a 70A breaker feeding the switch bus, and then the switches are combine CB/switch. So you may be looking for a breaker that does not exist. Aerodon
  8. I sent my unit back into EI for the upgrade. Certainly looks more fitting with the Garmin screens. I didn't have mine installed originally so not sure how many options you have and how much is set spec to your aircraft. EI has been easy to work with with probes, screen upgrade and programming with fuel senders, and set up. For experimental you can have WAV files for warnings. I wish we had the option for that with certified!
  9. I just tested my roughly six-year-old Concorde RG-35AXC and it tested to the 100% discharge time almost to the second. I was surprised. It's now on my smart charger which also measures capacity, so I'll see what it says when it's done. Edit: Charger sez the battery is 34.2Ah.
  10. That's good to know; I'd be super interested in this. Thanks
  11. Troubleshooting a nav light issue. Looking for CB location for Nav lights. Hoping someone has wiring schematics? Thanks in advance!
  12. E. I. came out with a better resolution screen and better refresh rate around 2018 I think. @oregon87 could tell you how much it is to upgrade to the newer display.
  13. Seems simple, but make sure you use all the fields. I bought my plane with an MVP-50 and there is an empty field above Est. Fuel that I would love to have used for something (eg TAS prior to my Aspen upgrade, or maybe gear status after the aspen (if the usual gear indicator light burned out)). Unfortunately, I don't believe this can be changed anywhere but the EI factory. My impression is also that the MVP-50 refresh rate might lag that of the EDMs. This is based only on watching youtube pilots lean and noticing that I need a lot more time for things to settle than they seem to, but maybe that's just me and/or my sensors/plane. That said, these are nit-picky complaints and overall I'm very happy to have it over the factory gauges (and happy I didn't have to cover the upfront install cost). Sent from my iPhone using Tapatalk
  14. 10k ft sadly is not enough. Need one to a least 18k
  15. I didn't mean to say a non A&P IA painter should try to do the annual but I think we are on the same page that the paint shop may not be the best place to get an annual inspection.
  16. I agree that the turn rate indicator on an Aspen is hard to read in a scan. The Aspen VSI isn't much better. I had one open 3-1/8" hole in my panel and decided to go with a VSI. For me, that is a better steam gauge to have for flying a stabilized approach compared to a TC. It seems I'm always flying in turbulence lately and holding a standard or half-standard rate turn is impossible anyway!
  17. Just looked up the Inogen G5 found this spec on the first distributor that came up on google: https://www.directhomemedical.com/inogen-one-g5-portable-oxygen-concentrator-is-500.html?gad_source=1&gclid=CjwKCAjwh4-wBhB3EiwAeJsppOaEWn8m-GS8LqmljeJDCch6LY2bVMZxdt79K8ZJBKLoYJM9NQMxyhoCAvYQAvD_BwE OPERATING ALTITUDE Up to 10,000 Feet
  18. @donkaye has had an MVP-50 longer than probably anyone else on Mooneyspace.
  19. Legally, your ship's gauge is the certified gauge even though it's older technology and an old instrument. Your JPI-EDM, if it's not a 900 or 930 is advisory only.
  20. Yeah, I habitually look at my “steam” turn coordinator rather than the Aspen when it’s relevant. Sent from my iPhone using Tapatalk
  21. Here’s a couple of pictures of the elevator I have. It was on the copilot side on my bird but I believe it can be flipped over and installed on either side by changing the elevator horn.
  22. Looks like I'm going to pull the trigger on the MVP-50 engine monitor! Can anyone provide any tips, suggestions, feedback Just going through the required configuration form (3 pages) and trying to determine what function and indicator / warning I should include. What can we do for the landing gear gear up, gear down ??? Any suggestion would be appreciated
  23. I have an elevator off of the 66C that I use to own. A small bit of rash on the trailing edge but otherwise in good shape. I’ll get a couple of pictures and post them shortly. David
  24. Yesterday
  25. The football shape thing is just a conspiracy to sell more spark plugs. If you can still gap them and the side electrodes are not so thin that they could cause preignition, why replace them?
  26. Nope, issues with ships gauge no surprise, your set with the JPI D
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