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Everything posted by cnoe

  1. Back in 2014 @JohnB started an excellent post regarding interference issues caused by a failing (external) GPS antenna on his Stratus ADS-B receiver. Specifically a failing external (active) GPS antenna can suddenly cause your CERTIFIED GPS devices to lose satellite reception. The problem can be intermittent or last for considerable periods of time. Experiencing such a failure while on a direct-to route in IMC can be a real nuisance requiring notification to ATC and conversion to alternate methods of navigation. This issue has since been explored more fully (on MS, BT, and elsewhere) and the quick fix while enroute is to simply unplug the external antenna which should restore your panel GPS' functionality. This may or may not be a simple thing to do if your unit isn't readily available in the cockpit (under a seat or on a hat-rack). The folks at Appareo (the maker of Stratus units) have now admitted the existence of the issue and it is noted in their User Manual which states... "WARNING: Avoid pinching or bending the external GPS cable, especially near the antenna. This could damage the cable and cause interference between the antenna and other on-board GPS receivers. The cable’s minimum bend radius is 1 inch." As an avid user of the Stratus units I prefer to place it beneath the pilot seat (out of the sun and out of the way) and I employ both external ADS-B and GPS antennas which provide outstanding reception/coverage. Then I too experienced unexplained simultaneous GPS outages in my certified Garmin navigation equipment (as well as every other GPS receiver in the plane including the iPad and iPhone). At the time I was unaware of the issue described. Thanks to Mr. B and others I was able to discover the issue with some online sleuthing prior to spending large sums of money at the A&P/Avionics shops. So, when I decided to replace my existing (failing) antenna I wanted to look for an alternate, perhaps more robust antenna and began looking at options. As it turns out there are several antenna manufacturers out there with comparable products. The connector is a standard MCX version and I'd always been unhappy with the routing of the stock Stratus (actually AntennaFactor/LinxTechnologies) antenna which employed a straight-out cable. So after some studying and perusing I came to believe that the Garmin GA-25MCX antenna would be a suitable replacement (at half the cost for you CB'ers), and to make matters even better the connector employs a 90 degree fitting which permits much better cable routing in my case. So I bought one to try and am making this post to confirm that it works just fine so far. I've yet to complete in-flight testing with it but in ground testing I found it to pick up a full compliment of satellites without issue (see photo). Let me end by stating that I will monitor it for interference issues and if any arise I will report them here, but it is my understanding that the issue only occurs when the antenna is experiencing a failure of some sort, which mine was. I hope this helps somebody, as Mr. B's post helped me.
  2. My issue was with the external "GPS" antenna, not the ADS-B antenna. I replaced the Stratus (GPS) antenna with Garmin's GA-25MCX and haven't had any problems since. Sorry I can't give you any help with your project.
  3. That happens when the end rod gets bent slightly. It binds inside the other tube and when you push the mixture knob forward it pops the joint apart. It can be repaired by carefully straightening the rod then reinserting the tube into its socket. I’ve seen the safety wire trick but if it’s binding it will just pop out again. If you get it working well again use a short piece of heavy duty shrink sleeve (the kind with meltable adhesive sealant inside) to keep the joint both secure and sealed from the elements. Sent from my iPad using Tapatalk
  4. Happiness is a freshly-polished spinner.[emoji16] Sent from my iPad using Tapatalk
  5. cnoe


    If you change your mind here’s the place I’ve heard good things about. I can’t recall what they quoted me as it’s been a few years back. Before and after pics from their website: Sent from my iPad using Tapatalk
  6. cnoe


    There are companies that can do this; it’s been discussed a lot in the past. It’s not really something you can do yourself economically. We’re not talking about an hour with Flitz and a buffer. Mine went from this... this... ... but it involved selling the original and buying the shiny one from someone upgrading to a 3-blade. Sent from my iPad using Tapatalk
  7. cnoe

    E.I. E4 EGT

    With all due respect to Jose’s fine modification I personally have no need for it. I can fly 990 nm for 6.6 hours (+ VFR reserve) with my stock tanks which is well beyond my personal limits. IMO every Monroy LR tank installation should include a free Monroy relief assembly (along with a free belly-washing contract).[emoji846] But until there’s female-friendly and dog-friendly options I’ll have to keep limiting my flights to 990 nm or less. Sent from my iPad using Tapatalk
  8. I agree that the ultimate answer is situational but also agree with the interviewee that once the fan up front stops making power the goal is to use the airframe as a vehicle to minimize energy transfer to its occupants. The tubular steel framed cabin is perhaps the #1 Mooney attribute. As the old adage goes “if the engine quits it’s the insurance company’s plane”. Having made a few landings on grass strips I can testify that our gear isn’t very compliant on rough ground so it would have to appear quite smooth before I’d leave it down. And remember how robust our birds are when bellied in. When’s the last time you heard of a Mooney being scrapped following a gear-up landing? Therefore my default is likely to keep the gear up during an off-field and only drop it if a decent roll-out looks likely. Sent from my iPad using Tapatalk
  9. cnoe

    Cowl Fasteners You can get about anything you need there. Interchangeable with Camloks, and price competitive. Note that there are sometimes different lengths in different spots on the cowling. And if holes are worn you may want/need to adjust some lengths.
  10. cnoe

    E.I. E4 EGT

    As others have mentioned I respectfully believe he is mistaken. If we were talking about the CHT gauge I would agree because it is specified as a requirement in the CAR 3 documents; that has been an issue for all of us that have JPI 700-800 series. We have to retain the original CHT gauge because it is required, primary, and those JPI models are NOT certified as primary instruments. Our planes were certified under CAR 3, not Part 23. That is also stated in the TCDS. That is what controls what is required in our planes. Try this link for the CAR 3 regs: The applicable page is attached as a screenshot. Edited: Sorry another bad link, due to Tapatalk I suppose. You can google it; the navioneer site has a copy. Here’s what you’re looking for. Sent from my iPad using Tapatalk
  11. cnoe

    E.I. E4 EGT

    It looks like the link to your TCDS was bad so here you go again:$FILE/2A3_Rev57.pdf Read page 30 carefully; the EGT gauge is not mentioned. It states that required equipment is spelled out in the CAR 3 standards which says you must have a CHT gauge but no EGT gauge. It’s therefore not required. Also, our Part 91 Mooneys don’t have a “minimum equipment list” either. Edited: Link still bad... try going here then doing a make/model search. Sent from my iPad using Tapatalk
  12. cnoe

    E.I. E4 EGT

    My understanding is that on my (most) Mooneys the EGT gauge is not part of the type certificate or Car 3 basic equipment and is not required, thus it can be removed entirely if desired. Read “Car 3 § 3.655 Required basic equipment.” You can therefore replace the original gauge with a TSO replacement gauge to be used as an advisory instrument. Mine was yanked when the JPI830 went in and the AI was fine with it.$FILE/2A3_Rev57.pdf Sent from my iPad using Tapatalk
  13. cnoe

    Chicago FBO?

    So... if I opt out on the $8.07/gal. fuel at Midway, what are the ramp and tie-down fees? Fuel at Gary/Chicago Intl. 18 miles away is only $4.93/gallon, but the tolls on I-90 eat up the savings quickly. Sent from my iPad using Tapatalk
  14. cnoe

    Chicago FBO?

    I received great and affordable service at KGYY last summer. We had a rental car waiting but tolls are high and parking in Chicago were even higher. We may try Midway next time and use Uber/Lyft, but need to check FBO pricing first. Sent from my iPad using Tapatalk
  15. I use the Papermate disposable 0.7mm pencils for writing underwater. After a few uses you can toss them before the inner spring gets rusty. But in the plane I prefer the Zebra F-301 pen with its (very fine) 0.7mm ball point and black ink. They’re available in bulk at Sam’s Club and never gum up or leak. I find ink works great for copying clearances etc. since I never make mistakes. Maybe you should post a poll. I love polls. Sent from my iPad using Tapatalk
  16. They’re a part of the premium placard set from Higher Graphics and made of high quality 3M vinyl. They’ll let you customize the set and provide proofs prior to production. It’s been more than 2 years since I installed all new placards and I’m still 100% satisfied. There was 3-4 pages of placards in my set. Sent from my iPad using Tapatalk
  17. As mentioned the PenPal holders are available at both Amazon and Walmart but only in multi-color packs. A while back Paul @gsxrpilot contacted the manufacturer about purchasing them in black-only and they gave him a minimum-order quantity. I opted in for several and he bought a large number. He may have a bunch left. The black looks much better on my panel.
  18. Thanks. Told my wife you’d be around soon enough. Note: Old pic. New electronic CO detector replaces that stupid cardboard POS. Sent from my iPad using Tapatalk
  19. Well, 2 out of 3 properly-oriented pics ain't bad.
  20. +1 on Nulites. I installed several 2-3 years ago and am quite pleased. Prior to that the airspeed indicator in particular was very difficult to read in the slower range due to shadowing from the glareshield lighting. They are a bit fragile during installation as one was broken while pinched against my gauge cluster, but they have held up well since then. The manufacturer was great, though, and sent me a free replacement even after admitting the breakage was MY fault. I keep things turned down pretty far in flight but here are a couple of pics showing the gauges with and without the glareshield lights turned on. Also, I'm pretty pleased with my new placards from (see other pic which shows a few). They're not as substantial as the factory aluminum ones, but they are holding up very well.
  21. cnoe

    AOPA Regional Fly In Santa Fe

    For the most part these AOPA Fly-ins are much like the proverbial $100 hamburger; an excuse to go flying (with often some cross-country time). I’ve been to several and the expenses were typically supplemented by a couple friends who rode along. For sure don’t expect “deals” like at Oshkosh or S&F though I’ve made a few minor purchases there. I didn’t find the Barnstormer parties too exciting. Each locale offers something unique, and some have done great job as hosts. Others, such as Tullahoma completely dropped the ball by abandoning the airport on a Friday due to bad weather making that arrival a horrible experience. Since AOPA switched to the new Friday/Saturday format it’s much better with some really good day-long (paid) workshops. Last year I went to a very informative weather program at the National Severe Storms Lab in Norman, OK. The tornado generator was pretty awesome! Sent from my iPad using Tapatalk
  22. No diagnosis has been made yet but I’m looking ahead at options/remedies. My oil temp runs about 10-15 F high for a J even though my CHTs are excellent (CHTs in the lower 10th percentile according to Savvy’s data analysis). Being based in hot/humid Texas doesn’t help either. Resolving the discrepancy is on my to-do list though not urgent. It’s likely either a restricted cooler or a leaky vernatherm. The cooler is old but has been thoroughly pressure flushed twice, flows well and exhibits no cool spots. The fins aren’t in great shape which could be a factor. It has not been ultrasonically cleaned but the flushing was done back and forth several times over a few hours time at 75 psi. Several people have reported no improvement following service such as provided by Pacific Oil Cooler, and one close friend had his cooler overhauled at great expense without authorization (though he’d have purchased a new one instead if the vendor had been straight with him). So until I’m certain the cooler is at fault I won’t send it across the country for service, and even then I’ll likely just pay the $700 for a new one. At oil change (this week) we plan to check the vernatherm for proper seating and functionality. If it shows signs of irregular seating I plan to replace it and resurface the contact area as per Lycoming SI-1316A. I’m hoping that there’s simply some binding or lack of full extension as that would be the easiest and least expensive repair. If you (or anybody) has input I’d welcome the thoughts. Thanks! Sent from my iPad using Tapatalk
  23. Does anybody have a copy (.pdf) of the Lycoming Service Instruction No. 1316-A describing the process of resurfacing the vernatherm seating surface that they could share? The dual-mag engines do not have a removable oil-filter-adapter and I'm trying to determine whether the seating surface can be touched up in place without risking contamination of the engine (perhaps by flushing out the filter-adapter and oil-cooler lines from the vernatherm's opening). Please don't ask me to search Lycoming's website or do a Google Search as that has been unsuccessful. If you have better luck and can provide a direct link to the SI then I will offer you great praise. Thanks in advance... cnoe
  24. Thank you 601! Needs met; Mooneyspace rocks!
  25. cnoe

    Sun n Fun 2018

    Good eye Oz. They called base so quickly that I was high. I overshot a slight amount but what you’re seeing is actually a slip. Nailed it.[emoji57] Sent from my iPad using Tapatalk