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moosebreath

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moosebreath last won the day on May 14 2016

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About moosebreath

  • Rank
    Advanced Member
  • Birthday 08/27/1954

Profile Information

  • Gender
    Male
  • Location
    Williams, Oregon
  • Interests
    Aviation, Amateur Radio, Aikido, Astronomy, Rugby
  • Reg #
    N9131N
  • Model
    '97 M20J

Recent Profile Visitors

958 profile views
  1. Even though they are shown out of stock Lasar had two. I bought one so ... they had one two days ago.
  2. It is REALLY easy to access on the J. It is on the pilot side of the firewall as described above. An oil leak had caused mine to malfunction. Luckily the shop was able to save it by opening and cleaning. BTW Globe Alabama quoted us one to two weeks for overhaul.
  3. Thanks for the info. One clarification, do you mean on the left side of the firewall inside the cowling or in the pilots footwell?
  4. It appears my cowl flap motor will have to be replaced. I have read all the relevant topics and would like to know if there is any particular difficulty in accessing the motor. There are many comments on the K model but none on the J. It is not clear from the parts manual exactly where the motor is mounted. I expect this will be clear when we remove the cowling but would appreciate any tips on replacement. I would also be interested in the turn time from Globe if anyone has purchased a new/exchange/rebuilt motor from them since Covid.
  5. DO NOT bend the tab. The tab is heat treated and will break. You set the alarm speed by adjusting the mounting, the procedure is in the maintenance manual. Inside the unit is nothing but a microswitch. A common failure mode is for the switch to fail and the stall warning to sound either continuously or at random annoying times. On my J you have to pull BOTH the gear and stall warning breakers to make it stop. A new identical switch is available from Mouser for less than $10. Buying the unit just to replace the switch is very expensive. There is absolutely nothing subtle, complicated
  6. I left a shiny penny on each wingtip and the hanger elves installed LED recognition lights. They are certainly much brighter than the old halogen projection bulbs. Each draws .16 amps at 28 volts exactly as expected. They were a bit fiddly to construct however the total cost, say the elves, was $20 total. They don't generate any heat either
  7. One more thought. I do not, sadly, own an Ovation. Perhaps the bulb to lens distance or the lens material/thickness is different than my J. There are none on my home field for me to examine and it is a bit hard to compare from pictures.
  8. I was going to give up on this and go down to the shop and make some LED replacements for Covid fun. But ... I ... HAD ... to reply one more time. What started this tread was my leaving my recognition lights on while on the ground for 15 minutes. I did only a slow taxi for a short distance but was mostly stationary during that time. My lenses are perfectly fine. Therefore mine will not melt the lenses between the end of the runway and my hanger (which is only 5 minutes away at home). They were not damaged in 15 minutes. My lenses are the 1997 factory originals. If replacements
  9. I left mine activated for about 15 minutes while taxing for departure today. I worried all the way home that I had damaged my wingtip lenses. There is not a hint of damage and both lights still function. Is wingtip lens damage from ground operation a myth? Has anyone here caused damage by running them on the ground or seen damage from such operation? For this question “I heard that can happen ..” or “My buddy said ...” does not count. A picture of a melted wingtip lens would be convincing. Where my wingtip strobe bulbs are very close / touch the lenses there is a small dama
  10. If you are above the glide slope and on runway heading you must fly down THROUGH the glide slope to capture it for an approach. When you are above the glide slope the marker will indeed be at the bottom of the VDI. As soon as you descend sufficiently so that the glideslope needle crosses the center of the VDI the autopilot will capture the glideslope. The same applies if you are below the glideslope initially. However in that case as you fly level at runway heading you will eventually fly through the glideslope and capture. If you fly level ABOVE the glideslope it will never captur
  11. Item 2 above is incorrect. The KFC 150 will capture from above or below the glideslope. The manual states this, I have tested it on the bench, and demonstrated it in the airplane. What catches many people is that you must fly through the glideslope slightly, from above or below, for it to capture. The electronics use the change from above to below, or the reverse, i.e. a “zero crossing” to initiate the capture. If you can carefully fly exactly to the glideslope and never cross it the unit will not capture from above or below. I believe this is the source of the “only from bel
  12. It is not too costly to have the local print shop make you one. The manual is available online. Take the file on a USB stick to your local print shop. I got mine printed, punched, and put in a binder for around $100. There are a lot of pages. You can select the electrical drawings that are for your serial number and have them printed out in a large size too.
  13. Well ... I was over Puget Sound once during severe convergence zone turbulence. The smash your head on the ceiling, uncommanded 60 deg bank, no way to maintain an attitude actual real variety. Boeing Field had 35 knot direct crosswinds but was RIGHT THERE. I figured anything was better than what I was experiencing and at least I would be on the ground. Hence I can tell you, from experience, that you can land on the upwind side of a wide runway with a 35 knot direct crosswind, and barely maintain control as you drift across the runway with full crossed controls and slide into a turn off
  14. My 97 J is full of goodies including bladder tanks. UL is 900 but only due to the 2900 max gross allowable. I always consider that cheating in these discussions. The paperwork does not help lift that extra 160 pounds. I primarily fly solo so a 740 UL is fine. The extra 160 does help a lot when my wife and I go on the occasional long trip.
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