Gary0747

I am not doing anything with the wiring just wanting a good wiring diagram for my records by consolidating a number of scraps of paper containing wiring hook up drawings. I wonder how much time is wasted by avionics techs trying to figure out how things are wired together in the absence of good documentation?

My avionics wiring info has been collected over time on individual pieces or scraps of paper. Has anybody taken an effort to clean and consolidate their records? I was looking for a neat way to do this preferably electronic if a template or program is available. If not any suggestions on the best way or examples of a manual paper way?

I have the 3308 install manual and there are DC voltage outputs for the heading bug and for the airplane course. I also see in the set up pages that the 3308 can emulate a number of HSI units. I think The Accutrack requires a voltage that is the deviation between heading and course. I assume an autopilot adapter is needed to calculate this difference, and output it as a DC voltage. It would seem to be a simple DC analog summer circuit. I did not see anything like this in the 3308 manual. Brittain did make some autopilot adapters like the BI-400 but I have found little info on it.

Anybody know or have experience interfacing the Sandel 3308 heading and course outputs with a Brittain B-11 Accutrack? It is already interfaced for Nav inputs and works great. To track a heading bug from the Sandel it appears to only need a simple DC adapter to convert the course vs heading deviation in order to input to the Brittain B-11. Brittain and others appear to make a variety of DC adapters but we are looking for one that will interface. Looks like I won’t be doing Truetrack now so upgrading my very reliable Brittain is maybe my best option.

You can make all the right sized rubber band rings by cutting a small bicycle tube.

The newest EDM900 software allows the change by the user. Just install the new senders by the wiring diagram and change them in the set up step of the program. Not sure if the newer 930 have the same feature.

You do need an ignition source and that can be a static spark or other. A hot surface around 550 degrees F can cause auto ignition of the vapor if it is within the flammability range of 1.5 percent to 7.5 percent gasoline vapor in air. Outside this range it will not ignite. The required energy of a spark is around 0.8 mj. This is about 60 times greater than the MIE for hydrogen, ala the Hindenburg. An empty gasoline tank containing residual vapors is more hazardous in terms of likely hood to ignite than a full tank because the vapor concentration is likely higher than 7.4 percent in the vapor space of a full tank. To be entirely safe empty the tank and purge all residual vapors.

The auto ignition temperature for most gasoline is less than 600 degrees F. Most likely the only thing that prevented ignition was having too lean of a mixture around the hot surfaces inside the cowl. So keeping your speed up and cowl flaps open no doubt helped keep it lean. Probably the biggest risk of ignition was during the taxi on the ground before and after flying.

My push pull throttle has a friction lock with what appears to be a plastic step washer. Does anybody know where to get a replacement for this washer? I seem to remember the Mooney Miser suggested some kind of a solution years ago but can’t locate it?

Yes it is made for motorcycle tires but works great on Mooney wheels. As a follow up I have added 2 oz of weight to both mains and 1 oz of weight to the Flight Special nose tire. Test flight with a take off and there was not even a hint of vibration and did not have to tap the brakes like I normally did to stop the vibration. I imagine I am over sensitive to the vibration and suspect many pilots either do not care or are focused on other things while taking off and don’t balance their tires.

Sounds like you did the install yourself and did not have to go through a Garmin Service Center?

The other wheel is identically as bad. It took the same weight at the same location. I am using a simple spin balancer from harbor freight. I think the comment about the small radius taking a larger amount of correction weight is probably correct. The weights at 2.75 inches balancing a heavy tire with a 8.5 inch radius. There is hardly room for that many 1/2 oz weights. I may try the rotating trick to put the dot opposite the valve stem but I hate breaking the bead and risking messing up my tube. Wish I knew what others found on better branded tires.

Yes matched the dot and inflated and deflated several times to make sure there were no kinks in the tube. The weights all ended up on the valve side of the tire. I think it is a poor quality tire that I would have thought would be subject to some kind of FAA requirements. But I really don’t have much data on what other tires require to balance. lower speed smaller diameter tire like these may not need to be perfectly balanced.

I used to have good luck with cheaper tires on the mains and never had to balance them. My most recent set of Air Hawks have been a disappoint and have constantly given me a slight out of balance vibration right after lift off until I tap the brakes to stop the wheel rotation. I have started to balance them but am surprised at the amount of weight it takes to do the job. One wheel took 2.5 ounces of stick on lead weight. I want to ask others that have been balancing if this sounds like an excessive amount? In any case I no longer plan to purchase this brand of tire and was wondering from others who have been balancing tires which brand you have found that truer and requires the least weight?

How often do you replace brushes on a 50 amp generator?

I have driven to see that airport P48. It is basically an ultra lite and hang glider operation. I doubt many have radios. That 4000 foot runway is dirt and gravel. Even though I was flying frequently out of DVT I decided to never fly there. But given the choice between the roadway and this AP I would take it.

The other note worthy thing in the prelim report is that he was offered two airports by the controller Glendale at 12 miles and P48 which is not much of an airport. Was he not initially offered DVT with its 7000 foot runway at only 8 miles which would have been easily makable had he not started toward Glendale. I know from having flown out of DVT it can be a flight training busy airport and a major task to clear out all the closed circuit training traffic for an inbound emergency flight. Or was the fact the pilot initially reporting a rough engine rather than an engine out part of the thinking to chose the more distant airport? I guess we will need to wait for the final report to get all the answers.

I was trying to understand what appeared to be a higher decent rate than I would expect. He lost about 8,000 feet in 7 or 8 minutes if that data on Flight Aware is to be believed.

How much different is the best glide speed for a M20V from the other Mooneys?

Anybody have an update on setting up the AV20S angle of attack? What did you use or try for max and min settings? I am running a Bendix King right next to my AV20S and can’t get the AV20S to hold a steep angle of attack like shows on my Bendix King. Also my true air speed calculations on the AV20S seems to be higher that I calculate on my panel Garmin GPS?

Could have been the oxygen bottle bursting that caused the pop and flare up.

Are they not going to apply the cs3600 top coat red sealant?

What happens if you skip the top coat? Cover plate sealing surfaces don’t get the top coat?

I wonder if people applying this in patched areas are applying some overlap that may come off later?

There have been several accidents caused by the improper use of red rubber sloshing tanks sealer which is essentially the same as the final protective sealant that goes on over the CS poly sulfide sealant. (PR-1005-L). The stuff can come off in sheets if installed improperly or exposed to fuels with too many aromatics ie Auto Gas