Leaderboard

I have found that when an alternator starts to whine, it has lost one of its six diodes. This causes a hole in the normally smooth output waveform. There are six diodes each responsible for conducting one half of each of the three phases. The regulator will compensate for the loss of output so it appears to be working normally except for the whine. The diodes rarely fail themselves, but the vibrations of the engine will cause the solder joints that hold the diodes in place to fracture. I have been able to resolder them in most cases. Most alternator shops will just replace the whole diode assembly, which ironically takes more soldering then just fixing the fractured joint.

If anyone knows how to contact the pilot's family or has any other contact info, please let me know so that the Mooney Summit's Bill Gilliland foundation can reach out to them to offer support and assistance. We have the owner's name and address off of the FAA registry TAMAYAMA MITSUO Thanks mike AT aviating.com three one seven, 371 4164

Without Foreflight, Garmin would have never developed Garmin Pilot. They were forced to due to loss of market share. They would still be selling us their $1500 handheld devices and charging us to update each of the 3 databases on them. Until Foreflight gives me a serious reason to look elsewhere I'll stick with Foreflight.

Can't speak to the weight, but as a fellow Texan, YES to the dark rear windows. Anything to cut the heat, and they look great also.

I use Garmin pilot for VFR and it kind of feels like the gold standard to me. I have it on my phone and iPad. My second iPad is running the free Flight Plan go. Since it is free I would recommend trying it.

I would donate even if there were ads. I like this site a lot. I have been a member of many boards and this one has the right attitude, keeps me informed, saves me money, and I think it keeps me safer.

Hi Nicholas, My BFR is now out of date, so I'm getting that handled and then back on to doing a performance run or two to see what I've gained if any over my original cowling enclosure which was an ARI mod. I'm not sure what I expect over my old enclosure, but I'm certain I'll see some speed gain. I'll have to get another cowling mod done on an airplane with a completely stock cowling to get a real comparison from stock to my cowling mod. Not sure if the weather will cooperate this time of year in Southeastern Wi, so it might be a while before some data will be able to be shared. Thank you, David

I asked them to add a timer a year or so ago. I keep hoping to see it soon. It would be a nice addition.

10!!!!! That's Awesome! I have a 6 cylinder so likely wouldn't be able to fit 10 in that orientation.. BUT in the landscape orientation, may be able to get more than 8 in my new 830 once its installed since I know now from your picture that its possible for the device to monitor that many.. Thats awesome thanks!

John, I'm not sure if you're sporting 4 or 6 cylinders but FYI... I installed an 830 about 6 months ago in the portrait orientation and am displaying 10 data fields on the right. That (configuration) info was nearly impossible to get from JPI prior to installation. The unit works great for me and didn't require a new panel to make it fit. Sent from my iPad using Tapatalk

Nice collection of thoughts, John. These are the important ones that are hard to find on the JPI website. Thanks for sharing your research! Best regards, -a-

The buzzing sound, if it is coming from the front of the plane is most likely the bendix failing to extend and engaging. I would spray some silicone in that area. If you don't have the lower cowl enclosure, it is pretty easy to get to. Just lubricate inside of the bulbous shape. if the buzzing is coming from the area just in front of the co-pilot, near the firewall, it probably is the shower of sparks but the engine should still crank over. Let us know how you make out.

I have tried both and had concurrent subscriptions for a while. Flightplanning is much easier on Garmin. Garmin has dynamic maps for both IFR and VFR so you get the info you need no matter the zoom level. Unless FF has added that too, they only have copies of the charts so your zoom level is determined for you as you can't zoom out and read anything. This is the deal breaker for me, in a Mooney flying cross country you need to be able to see more of the big picture. FF kept me zoomed in so I could read the chart which requires lots of scrolling. Garmin does give you the option of copies of government charts if you like that. Garmin looks like the 750 so it's easy to use. I also really liked the latest version of Jepp but can't justify the cost.

For a Contact a Lasar. Sherri has been very helpful for us... Best regards, -a-

I get Foreflight for free from work (backup for Jeppesen electronic flight bag). I gladly pay the $74.99 for Garmin Pilot for my Mooney. I hate using Foreflight, it is difficult to use for flight planning, and it's a memory hog.

Although not related, the picture shows a dented fuel supply line on the rear cylinder as well as what looks like aluminum Adel clamps. These are covered by an AD that do not allow any dents and the Lycoming part number clamp is steel.

Looked at my invoices, but hard to predict what it will be for you. The biscuits themselves were 1.2 amu all together as noted above. My big ticket item was then a new nose gear spindle assembly for another 1.1 Amu. Then I needed assorted bearings, races, nuts, bushings, and spacers replaced on the nose and mains- these were small but numerous items which added up to several hundred for the parts. 26 hours total charged on the labor.

right, that I was able to find online pretty easily but I'm trying to find the entire landing gear unit, mains and nose, if they need to be replaced/overhauled which if you ask me, they do. Sorry, I don't have that cost data but call Lasar and they can tell you. Look up their website and they list the phone numbers for the parts department. Take it all off first then clean and inspect. Surface corrosion can be removed. I would also measure for wear and excessive play at all attachment/pivot points, then you will know what needs to be replaced.

Very nicely done. The improved looks and hopefully improved cooling for the C model will make it a winner. More speed would be icing on the cake.

Updating the thread after my last annual. Boyd took apart the standby vacuum system. The check value was all gummed up and not working. It was allowing the #4 cylinder to run leaner than all the others. After that was fixed and everything back together, the #4 temp only got up to 400 with the cowl flaps closed at 75% power at 2000'.

I dare say that if every member on this board sent in 1% of the money saved by reading these forums, Craig could quit his day job.

Add my hearty vote for FlyQ. I am quite satisfied with the list of features, the speed and stability, and especially, the easy and intuitive architecture, with no function more than two taps deep. Best of all, like WingX, FlyQ fully supports a wide list of non-proprietary portable ADS-B boxes. I bit on the first FlyQ lifetime subscription offer, and so far, with several major post AOPA updates, it has done all I needed done, with frequent updates and clever new ideas. I dropped FF and Garmin some time ago, and will have to think hard before renewing WingX next time.

And there is your comma and a few more zeros........Now buy it !!!!!! Make Peter Garmin Proud.....

profit is not a bad word, you certainly are providing some deliverables, Craig. Thanks again for all your good work.

Similar to Lycoming, the current list of Continental with prices is.... http://www.continentalmotors.aero/Engine_Details/ I prefer the IO550(N).... Trying to find all the detail will take additional effort. The N has an updated cylinder cooling fin design and is a few pounds lighter than the G... From the above site... Reason why Continental doesn't have the same level of cam rust issues... 'Continental Camshafts come with an anti-scuff coating to ease break-in. Continental’s engine designs place the cam below the crank which results in improved camshaft lubrication.' Best regards, -a-

I can't say anything about Garmin Pilot bc I've never used it. I have been using foreflight for about a year now and love it and find it very easy to use. I won't fly without it. I would assume each have their own cult following like bonanza vs mooney or ford vs Chevy and both are probably pretty similar. Go with what you know and you'll be happy, unless you aren't happy, then switch. I will be renewing my foreflight soon and have no plans on trying any other. Probably doesn't help much but that's my .02. Good luck.

If you donate $10 or more you will not see ads for 12 months. Please note that this site is not a charity or even a non-profit organization. The intentions were always to generate some kind of small income from this website to compensate my time. Since 2008 I have ran it purely off member donations without any form of gain - so it is long overdue. For those that have contributed, thank you!

Like maurader I found foreflight hard to flight plan with but they do have a great weather briefing system. Garmin pilot wasn't much better for planing either but I have an Aera 796 with the GDL39 3D to work with the GP. For flight planing and ease of use I have always used WingXPro and use GP for the majority of work when flying. Foreflight does have a lot of options and I liked that it had Canadian charts. Try them all if you can get their trial start up offer and see which one fits your use.

It will all be on the pilot and co-pilot. Time to look for a new career.

I recently order several products from Plane Perfect and the order was processed smoothly through their website. I received a UPS tracking number and looked forward to receiving and trying their products.While out of town for the holidays, I received a Plane Perfect personal email written at 7:30pm. It was from Chris, their CTO, advising me that they had been notified by UPS that my package had been destroyed in shipment. Chris apologized for the delay and said they had already sent a replacement shipment with a small "thank you" included. I responded at 8:05pm with a note of appreciation and received another response almost immediately.Even though it was a UPS issue that delayed the shipment, they let me know of the delay. I am guessing they thought it might have been a Christmas present for someone, hence the expedited response.I look forward to using their product and I am pretty sure that with the attention to detail they give their customer service, the product will be stellar as well.Well done, Chris! Thank you once again......

If you have condensation inside your hanger try a fan running continuously. I had some condensation infrequently. I read about this solution on beech talk. So far so good.

No way. My plane is frequently covered in water condensation in the mornings and its inside a metal hangar. The humidity makes its way in there, and when the temp cools to the dew point it condenses out on the metal airplane skin. And the engine case. And the inside of the engine. I can't remember the last time I saw a bad cam in a boat or car. And I can't remember a week that goes by I don't hear of a lycoming with a bad one.

Cost of hangers in this part of the country is $150 at my field. The cost at their field was $125. So $275 for both was not bad. The ones at their field were brand new with bi-fold doors(actually the hanger in my avatar). I wish the hangers at my home field were as nice. I kept a beater vehicle there so I could fly over and visit and have wheels to drive to and from the airport to their house. As far as being a good son and needing a hanger there. I lived 1500 miles away from them on the east coast for the first half of my adult life with occasional visits. Retired and now I'm in my 50s and they are in their 80s. Life is short and they have always been there for me..It's my turn to make sure they are taken care of.. -Tom

A 2-1/2 minute clip from my PnP mission Tuesday...

John I've done an FS450 and EDM700 to an EDM730 in 4 hours. It involved re-pinning the FF wires into the EDM700 harness, then plugging the existing 3 harnesses into the 730. But no panel alterations were required and no new transducers installed. At the right opportunity we will install the MP, RPM sensor and Oil P to turn it into an 830. Note that the 830 harness comes with a 20Ga power and ground vs. the 22Ga in the EDM700. It also has a choke on the power / ground and no data cable. Other than that, the harnesses and probes are the same. EDM900's are a different story and I've seen the debate about whether you can 'upgrade' or whether you have to replace everything. My opinion is that if the EDM700 was properly installed and the wires and probes are in good condition - use them. Go through the parts list carefully, and if the old / new part number matches, then re-use. If not, replace. Or use the opportunity to start again and recoup some of your costs by selling the old units as a system. You have a relatively newer plane, I would be tempted to keep the OEM gauges and install an 830. Will keep your costs down and reduce rearranging the panel. If I had an older plane, the 900 is a great opportunity to get rid of unreliable tachs, etc. and free up some panel space. Don (And full disclosure, I sell JPI's but I am not biased between and of their models)

I wonder how much difference would be to go to 930 primary and get rid of all those old gauges...That is what I might do in a couple of years, my 700 is good but 830 or 930 would be much better.

On that new engine and at 2500, I agree that you should be way richer than either 50, or even 100deg ROP. The fact that your CHT's rise in the cruise, IAW with much more air entering the cowling due to the higher airspeed, tells me that something is leaking or something is restricting the airflow through the cowling.