Ratherbflying

I think I've got at least two different problems here. But I'm spinning on this and I need the communities help. Culprit(s)?

The BLULink is awesome. I use it with a Bose X headset, it's great to call for a clearance or to let somebody know you've arrived. Also good for listening to music in the air. I have LEMO plugs, so I picked my unit up used on eBay for a reasonable price.

Closing out this topic, it turns out my aileron pushrods didn't need replacing. I got with my mechanic and we took a closer look at the aileron rod ends. The ends were a little loose, but not bad enough to explain the play we saw in the aileron. We took a closer look at the bell crank and found that it had some slop and was causing the play. There is a bolt assembly that the bell crank pivots on, and after we took that apart and replaced some worn washers, we got it tight and eliminated the play. A cheap solution for a problem that looked like it was going to take .5 AMUs per side to fix. He also gave me the story on these rod assemblies. There were actually three iterations: 1) Threaded rod end attached to the bell crank and pinned rod end attached to the aileron. 2) Threaded rod end attached to the bell crank and welded rod end attached to the aileron. 3) Threaded on both ends. #1 is what is in my C. #2 is what is in a lot of Js. #3 is what Mooney sells now for $381 per rod assembly (and they are, at least as of last week, supply constrained.)

Thanks Brian! Figure 28 on page 113 depicts the original parts but doesn't reflect the new assembly (730048-503) that contains the "modern" rod and rod ends.

Thanks Scott! Let me do some research on the J parts and see if they are a fit for the C (unless you already know the answer to that) before I put you to any trouble. I'm having trouble locating details on the assembly and finding out which sub part numbers make it up. I need to get serious in my googling and find that.

My C is in for annual right now. There is some play in the ailerons and my mechanic has isolated it to the rod ends that attach to the aileron. The rod ends are the type that connect to the rod using a pin (not threaded.) We discovered there is no source for these parts (F44-14S) and LASAR tells us we need to move to the replacement kit (upgrade both the LH and RH aileron bellcrank to aileron push-pull rod assembly with the new style assembly p/n 730048-503) After searching and reading through posts, apparently this an old problem. I just thought I would put it out to MS to see if anybody has a source.

+1 That's probably grease, not oil.

I'll drink to that.

Most important to place that black tape on the horizontal stab. It's pretty easy to see the ice accumulation on the wing... Almost impossible to see it back on the tail.

Wow... this was such a good topic... before it got hijacked.

http://www.avweb.com/news/savvyaviator/savvy_aviator_56_before_you_yank_that_jug-197497-1.html Specifically, look at the engine monitor data under the section "Don't yank that jug".

Very important. They found an intake leak and that my mags had split timing.

Did you download the data from your EDM930 for this flight and take a look at it? Also, you might want to (if you haven't already) run the in-flight diagnostic tests described here: https://www.savvyanalysis.com/articles/in-flight-diagnostics

Mine used to do that when we first got the plane. My mechanic replaced the cowl flap cable with a button lock cable and now it stays closed.

Done.

Yes, with the 900, you can have the unit warn on user limits. I have the CHTs warn at 400 degrees.

OAT was 72, displayed below and to the right side of the tach.

Yessir. My firmware level is 1.30.1018

I finally got around to snapping a picture of my panel with the EDM 900 installed. The right side of the panel is empty so nothing to see there. What an improvement.

Recreating this lost post. Mine was built in February as well. The loaner they sent me in June was 1200 serial numbers newer than my unit, so they must be selling a ton of these. This doesn't appear to be how they are doing this now. I suspect that since this is a Primary instrument they figured out that they needed to tightly control the firmware. It's a pain in the ass but I guess once it is working I won't have to touch the software again.

In June I contacted JPI about this issue and expected them to send me a snubber. No, they said, you need to return the unit. It seems they figured out how to smooth this in the software and don't send snubbers any more. And they did... MAP is rock steady now. The process is a pain in the ass but it worked.

Good article from Mike Busch on this topic: https://gallery.mailchimp.com/dfd69bf8f8fec1b9da00eedbd/files/Alterations.pdf I would say that what you want to do constitutes a minor alteration and all you would need is your mechanic to sign off. Now you just need a mechanic who agrees with me.

If you are switching battery types, be advised: When I replaced my Gill with a Concorde, there was enough of a weight difference that the W&B needed to be redone. That required an A&P.

I'm going to have an FS-450 to sell, it will probably be available around the first of June.

That's not the subject of this post. The post is a request for information about the legality of mounting systems. Probably best if we stick to that.