Ratherbflying

I see one on eBay for $220. From an earlier post on Mooneyspace, Garmin wants around $500 new. Jeppeson may have them for a better price. Pretty pricey. I found a backup card for my 430W for $50 so that was easier to swallow.

Well, the point of the OP is what's legal and what's not. If you want to talk about "How do I know?", I have a reminder in my calendar that goes off every 4 weeks and prompts me to download the database to my backup card, then next time I'm going near the airport I do the swap. The system works well.

So, with the reg change, the GPS entries are not required. Question for you on the VOR checks: Regarding 91.171... How often do you depend on the VORs for IFR flight?

I was listening to Mike Busch this evening and he wryly noted that we are supposed to update log records when we update the GPS database. He also noted that this was the most widely violated regulation in the book. However, in 2013 the FAA modified 43.3 to exclude these database updates. https://www.federalregister.gov/articles/2012/11/29/2012-28845/pilot-loading-of-aeronautical-database-updates#h-37 If you keep a record every time you update your 430 data card, you can stand down.

GM, while you have the circuit breaker panel pulled apart, reach back there and pull the avionics bus relay out and inspect the pins and socket. The relay is that gray cube that you can see in the sixth photo down. Clean off any carbon with a scotchbrite cloth and grease the pins before you reinstall. You will love your EDM900. Best thing I ever did for the aircraft.

When I first installed the 900, I had two firmware updates and two different experiences. The first time they insisted that I send the unit in and they had to program it. The second time, 2-3 months later, they sent me a file with instructions on how to update it myself. I spoke with a JPI Factory Rep at their booth in Oshkosh and he said firmware updates were all done via email now... no need to send the unit back.

Robert, I ran in to this at my last annual and my mechanic said we needed to replace the rod ends. In my case, it turned out that the play wasn't coming from the rod end, but from the bell crank bolt. We added some washers to remove that slop and now it's nice and tight. If you can't see the play in the rod end, reach up through the closest inspection panel and see if it the bell crank is loose.

Cloud, what was the estimate for your install? $$$ and time?

I checked, but I didn't see my questions: 1. What on earth does my Anus need checking for in order to fly? There have been a ton of Third Class Medicals performed... somehow they got by without checking the Anus. But now, thanks to the AOPA... 2. What on earth did Mark Baker do to earn $780K in 2014? Is saying publicly that he is advocating for Pilots and then "negotiating" laws that require Private Pilots to get their Anus checked really worth all that? Couldn't even half that money been better spent furthering aviation? Or hey... I know, this is just crazy talk... reducing our annual "membership" fee? https://www.aopa.org/-/media/files/aopa/home/about-aopa/governance/aopa-governance-page/2014foundationform990.pdf?la=en (Scroll down to Page 11) I'm really just trying to make the FAQ page more useful.

Well, you have to understand... there is a LOT of money at stake here. But congratulations on taking control of the situation and your health. You dodged a bullet there. Sisters are a blessing.

You will not find MB4413, it is long ago extinct. The good news is, if you carefully clean up the pins on your existing relay (try not to remove too much of the coating when eliminating the corrosion) you can get years more service out of it. If the socket is in a bad state, you can get that off of ebay for $5. (Search for AMF Potter and Brumfield part number 27E122) The bad news is that the location of the relay and the socket make this a labor hours intensive effort. You would be better off in the long run going to your avionics guy and have him replace the relay with a circuit breaker switch. Your relay failure has already exposed your avionics to some very unkind power surges, and a CB switch will not allow that to happen. The relay design is archaic.

Prospective buyers: Check with Genesys in the cost of the paperwork. S-TEC STCs are hull number specific. Genesys may have changed this, but Cobham wanted thousands of dollars to create the paperwork for used units.

I've been running Tempest on the bottoms and Champions on the top for a year and a half now. Same results as Paul. You'll be happy.

Looks like a the owner recently acquired the aircraft: https://flightaware.com/resources/registration/N3386X Registered this past March.

No. Spend the money on an Engine Monitor.

You can tell if it's the linkages this way: Jack up the airplane. Grab the nose wheel and wiggle it to see how much play is in it. There should be close to none. Also... Check the logbooks to see if/when the nose gear was tended to. The Don Maxwell article above is great, this LASAR article gives you an idea of what can go wrong: http://www.lasar.com/docs/mooney%20shock%20disc%20replacement%20and%20nose%20gear%20wear%20and%20tear-5.pdf I thought it was a pilot issue too... It wasn't.

When we first got our C, the nose was all over the place on the takeoff and landing roll. The crusty old CFI doing our checkout, who had a lot of Mooney experience, told us "Mooneys just do that. You have to be careful." He had flown in a lot of Mooneys... and a lot of Mooneys have worn out bearings in the nose gear. When we finally got a mechanic who recognized the problem, we wrote a check to LASAR and the nose has tracked straight and true ever since.

Hi Jerry... How about 640001-027, the duct that runs between the exhaust shroud and the cabin heater box? Page 21-40-00 of the IPC.

Right now, When you plug a storage device in to the EDM900 it puts up a prompt and asks you if you want to download new flight data. You say yes and it proceeds to write files out. The engine information is not displayed until the file transfer is complete. So you'll just have to hack the EDM software to constantly stream the data to your Pi.

http://www.avweb.com/avwebflash/news/Truck-Rams-Mooney-At-Van-Nuys-225893-1.html?platform=hootsuite

It was clean as a whistle, no sludge at all. The prop went out for a reseal just last year.

Yeah, this one was weird the way it came up. The first flight of the day was flawless, I flew for about 45 minutes and landed for a pit stop. Twenty minutes later I climb back in and taxi out. Just as I break ground, the EDM900 warning light starts flashing and when I glance over the tach is at 2830. I still had full authority with the prop control and was able to bring it back to 2650. In cruise I set it for 2300 but five minutes later the EDM flashed again and the tach had fallen in to the prohibited range. I twisted and it went right back to 2300. I kept a close eye on it after that. Over the airport I went full rich and pushed the prop all the way forward. It went right back up to 2830. So I think the oil pressure is slow to build in the prop. When I set it for 2300, I think the pressure continued to build and increased the pitch slightly. So I'm thinking there may be an obstruction between the governor and the prop.

That was the point of removing the prop before we took off the governor. Checked.

Greetings all... On my last flight I experienced a prop overspeed and an inability to hold an RPM setting in cruise. This points to a sluggish oil pressure building in the prop. We pulled the prop and checked it visually, we pulled the prop governor and checked everything on the engine side of the governor, and then sent the governor out for an inspection, reseal and test. The prop shop said that the inspection didn't reveal any obvious flaws, they hope that the reseal will solve the problem I'm having. While I'm waiting for the governor to come back I'm considering doing the 1462A service instruction for leak testing propeller oil control (the plumbing from the governor to and including the prop.) The problem is that I have not found an economical source for the test plate the service requires; the only source I have found is Aircraft Spruce and they want $2700 for it. So I'm thinking of ordering two, you know, so in case I lose one. Does anyone on the Space happen to have one of these lying around the shop?

Bingo! I was hoping the 1700 in the RPM scale would give away the run-up. The issue is a 45 rpm difference in mag drop, very close to the maximum allowable drop, and is high for this engine. Historically, the mag drops have been very even. Other hints... Five hours out of annual. Tempest fine wires in the bottom plug positions and Champions on top. Mags had their 500 hour inspections last year. Cylinder 3 EGT may have stopped giving data, but this happens every time I do a run up, so I'm thinking more likely that spark on the lower plug is weak or missing. Hi Paul! The inflight mag check is the same as the three others I've submitted to you over the past year, plus the plane just went in to the shop to have the prop governor pulled and sent out for inspection. To do that they had to pull the right mag so I'm trying to decide if I should send it out for inspection. They are testing the harness today, and they are moving the number 3 cylinder tempest plug to the number 1 cylinder to see if the problem moves. But it'll be a while before the thing is back together and I can check that. Oh, and my data interval is still set to 2 seconds.