Ragsf15e

Better that it was empty then because that could have been bad if some acid leaked. I think you’ll find a Concord if you call around.

Look around and you can eventually find a concorde rg-35axc (if you’re 12V) at one of the smaller aviation suppliers. That’s what you want. I wouldn’t mess with anything else unless yours is totally dead. This link at the concorde site says “distributors with stock”. You might just need to start dialing… https://www.aircraft-battery.com/search-by-your-aircraft/battery_detail/159

I’d have never guessed you were an engineer…

That’s pretty much how it goes for all of us. There’s a short denial period for everyone.

Well once, maybe. Twice? I wouldn't be going IFR until I was pretty confident in the electrical system. The intermittant problems are the worst, but that doesn't seem right. I'd start with the wires you guys messed with at the annual at the regulator then very carefully check the wires into and out of the alternator for any grounding. They live in a tough spot down there.

Nice job making a good decision and getting her back on the ground safely. While it may seem an easy decision looking back, it's easy to have a "helmet fire" at that point and mess something else up (gear up, super fast final, no clearance to land, etc). Glad you get to calmly sort out the problem with your mechanic.

Can’t even throw us a bone and offer Prime?!

Zaxxon? Looks real nice though!

I know you can definitely do it right. I think you’ll be in the middle of it and gladly have traded the time for the $4k, but obviously that’s a personal decision. Good luck with it!

I keep a class 2 as I’m also a corporate pilot, but I’m interested in basic med soon… has anyone seen insurance implications like higher rates or restrictions on coverage limits?

Ouch, that one shows 25degrers ROP as an option for best economy. Generally we wouldn’t use that setting for anything today. My ‘68 poh doesn’t list that setting at all. I guess that’s what I’m saying, the POHs weren’t perfect and they kept improving them as they went along. If you want the best idea for an E, find the most recent E model poh (~1970?) and use that. For an F, use the ‘75 poh.

Are the notes different? My ‘68 poh says 10.3 for that power/alt, but here’s the notes. The 50 year old poh is not an exact science… they were kind of a work in progress.

How does it do on the descent? I usually have to hold left rudder (3 blade prop might exaggerate that), but less than right rudder climbing.

depends on what power setting, rpm, manifold pressure, and choice of mixture setting. Early pohs have full rich to 75% power, leaning after that. With engine monitoring many of us fly differently now. There are still variations by poh but we’ve got to start at the same altitude, mp, rpm and mixture. Then yes, they should be the same.

Yeah, what Skip said is what I wanted to say. The numbers seem similar to my F though for climb at target egt and rop cruise.

Do you have an engine monitor and are leaning it to a set ROP or LOP point? If you’re just leaning to rough and richening slightly, it might be hard to tell. I’d definitely say 14.5 in a climb is normal if not low (depends on altitude, should be 18ish at SL takeoff). 11.5 in cruise also seems legit at 75% and ROP. If you set 65% and just LOP (say 10 degrees on the richest), you should see ~9gph.

After doing this at my last annual, I definitely agree, the torque on that is pretty light. Also, we kept getting a leak at the bowl after torquing it until we didn’t tighten up the fuel line exiting the selector first. Get the bowl, new washer, etc all squared, tighten to the correct torque, then tighten the fuel line. That worked for us. Won’t help the OP though… you need to call lowen salvage in CA.

I checked out their hangar in Prineville today as I was down there for work. Looks like they are very early in the actual moving process. There are some moving boxes and an Ovation in the hangar but it’s an otherwise empty and nondescript hangar with no signs of life yet.

Well at least we’re not alone! (But mine is still steady after an unknown cure…)

Lubing the relays seems to have a similar effect when they get dirty. “Exercise” them a few times and a little lps 1 and suddenly they are fixed, but we didn’t do anything??? We’d likely be able to enter the logbooks with “ lubed gear relays, lubed landing gear 40:1 gears, ops checked gear, all systems working normally, airplane is airworthy…”.

mine held shutdown pressure before and after this change as well. I would think if any bubble at that connection had already been pushed out, and it was holding ~30psi (or increasing like yours), then this hypothetical air leak could still exist if it didn’t let fuel through?

Ok folks, new theory coming your way! You guys are smarter than me on this though, so you won’t hurt my feelings if you poo poo this…. Supposedly the fuel lines can leak air and not fuel, which is why they can suck in bubbles (prior to the pump) but not show a fuel leak. We’ve established that the line to the transducer will always have air in it because that drains out between starts. The air in the pressure transducer line may or may not act as a “snubber”. What if you have a small air leak at the transducer connection? When you start the engine, fuel goes into the line but the bubble between the fuel and the transducer is pushed out through the leak. Now your fuel is right against your transducer and you see oscillations from the pump. If the line is tight, the air buffers out the oscillations. So far I am four flights in after removing cleaning and tightening that connection and I have no more fuel pressure fluctuations. @PT20J is there any chance there’s a small scratch or other possible tiny air leak on your fuel line to transducer connection? You just had a new one with your new panel? Perhaps it’s letting out the air bubble each time you run the engine.

Ouch. might start calling salvage places.

I’d be interested to hear from a Mooney with the gfc700, but the one I fly in a Meridian captures airspeed pretty well. It hunts a little in turbulence, but I’m talking +\-3 knots and 1 degree of pitch. I use it in both climb and descent (typically I’d want to use VS or VPTH in a descent, but the airplane has a low Vne and so IAS works well to keep a set margin from Vne). In level flight, it’s common to be at 180kts, get a clearance to climb, push FLC (IAS mode) and just dial it back to 125kts. It will pitch up to roughly 10 degrees, and then slowly start the nose down around 135 to capture 125 around 7 degrees nose up. Possibly the extra power and weight of the airplane make a difference, but the way the pitch oscillations are being described above seems a little troublesome in IMC. But then I haven’t flown one…

It’s interesting that ias mode causes large pitch changes even if it’s off airspeed. You’d think there would be maximum pitch angles built into the system and the pitch change rates would be limited based on how far it wants to change the pitch. The gfc700 ias mode is pretty calm and predictable even in turbulence. Yes it hunts a little, but we’re talking a calm few knots and a couple degrees. If my autopilot gave me the +10 up wild ride you guys are talking about in IMC, I would not be happy as that’s a recipe for disorientation.