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About aggiepilot04

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  • Birthday 11/05/1981

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    Austin, TX
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  1. I know of the perfect airplane! Meets all of your criteria (except 2-bladed prop). Previous owner had a gear up around 2005, and it went back to Mooney for repairs. Regarding valuation, I don't think I am in a position to offer an unbiased opinion, but I do think it's priced fairly. I have asked David/Jimmy to bring it down to 133k though because owning 2 airplanes is no fun. Doesn't look like that has been reflected on controller yet.
  2. Sent from my iPhone using Tapatalk
  3. While I'm still at the hangar, here's where mine is. I actually don't have the batteryminder (it's on my list)...just the wiring. And it appears to only be wired to batt 1. Sent from my iPhone using Tapatalk
  4. Made it out with the voltmeter tonight. Getting 24v from the switch, 24v on one side of the relay, nothing on the other. It appears that I'm going to need one of these high-priced relays: I suppose it's not quite as painful as the battery. Thanks all for the help and insight. Sent from my iPhone using Tapatalk
  5. No popped breakers and the voltage according to the panel showed normal (before going dark). But that would have been showing the voltage from the alternator, right? Voltage on batt 1 was normal with the alt switch off. I didn't have my voltmeter with me at the time, but I'll take it out there tonight to further troubleshoot.
  6. This would make a lot of sense...for several reasons: I don't have switching batteries on a checklist (yet), so it always winds up being an afterthought. The nature of the failure (with no previous issues with the battery) The fact that the charge rate/voltage still show normal. Someone in a PM mentioned that I should switch battery 1 and battery 2 to confirm that it was a battery and not a relay. I'll get back out there tonight with a volt meter to do some more troubleshooting. Thanks for the insight!
  7. Thanks for the quick response. My first thought was that I had bumped the overhead light switch after arriving at GUC. The plane was outside the first night, so a potentially dead battery would have been exposed to freezing temps. But I know I was on battery 1 at that point (and as best I can tell, the overhead lights are always powered by battery 1). I also know for sure that I started on battery 2 before departing AUS, so battery 2 wasn't dead at that point. Point being, I *think* both batteries were somewhat close to fully charged before being exposed to freezing temps. I don't see any limitations on the operating temps, but Concorde provides ratings at -30C ( I don't think I exposed the batteries to anything excessive? Maybe it was on the brink of failure, and the temps in the flight levels pushed it over the edge... Either way, I will definitely call Concorde and see if they'll work with me. Thanks again!
  8. Perfect conditions getting out of Gunnison, CO yesterday and back to Austin. With a healthy tailwind (was doing close to 300 kts across the ground at one point!), my Mooney time machine allowed skiing until around 2PM and still making it home before sunset. It would have been a shorter flight than that, but I had to come down early because my O2 usage was greater than expected (that's a topic for another thread). Too good to be true, right? Well, it was. When I went to shut down, I flipped off the alternator/autopilot switches (old habit since I no longer have an avionics master), and my panel went dark. Flipping the alternator switch back on had no effect, but everything came back to life on when I switched over to battery 1. I shut down completely, restarted on battery 1, then flipped to battery 2 and everything stayed on (showing a +3 amp charge). I think this was the same sequence I followed before departing Gunnison, so it's possible that battery 2 was dead from the beginning. It either did not take a charge on the 2.5 hour flight or it failed hard somewhere along the way. On a side note, I think I will always depart on the same battery that started the engine from now on...especially if IFR. I then shut down, put the plane in the hangar, and pulled the battery panels. No lose connections. Both batteries had what appeared to be condensation on them. Is that normal? It was -31C at FL250...would that have anything to do with it? The batteries are Concorde and were installed new in November a little over 3 years old. No signs of weakening or trouble starting. I did, however, have a new Skytec starter installed last week because of a slow oil leak from a starter seal. Could that have anything to do with it? I believe this is also unrelated, but manually opening the alternate air door pops my annunciator breaker. This started happening before the departure to Gunnison, so it is also a recent development. So I guess my question is...this has to be a bad battery right? Since the alternator is showing a positive charge and appears to power the panel? And if so, shouldn't I get more than 3 years out of a Concorde battery? Thanks in advance.
  9. Regarding sticker placement, I believe you're technically supposed to have it visible where passengers embark/disembark. I put mine inside of my door frame so that it's visible from outside when the door is open, but not visible (from inside or outside of the airplane) when the door is closed. You also don't have to worry about your paint job with this placement. Edit: here's the verbiage from CBP. It only has to be visible with the doors open: Placement of Decals - Private Aircraft or Private Vessels The User Fee decal for private aircraft and private vessels is to be affixed on the outside of the conveyance within 18 inches of the normal boarding area, where it is visible when doors/hatches are open.
  10. Speculation here, but it makes me wonder if the autopilot wasn't configured correctly. Takeoff, switch over to departure, look down having busted your altitude by 1,000 ft, disconnect and overcorrect, become disoriented with the negative (or <1) g's, and it's all uphill from there. While hand flying, I'm guilty of busting my altitude by a couple hundred feet and trying to get back to my assigned altitude before anyone notices. Also, if the autopilot isn't doing what I expect, I typically immediately disconnect and fix it myself. No idea if that's what happened here, but I will definitely think twice about this the next time I'm in the soup and rushing an altitude/heading correction.
  11. Shoot Jim an email. He has sent me the male end of those plastic clips for free. Female end may more difficult...if I recall correctly, it's sewn in. That being said, I do remember thinking the same thing about the refurb. I didn't see much of a difference.
  12. Another vote for Jim and plane cover. Added the zipper option on my new cover, and I'm glad I did. Every time I put the cover on, I subsequently have to retrieve a stuffed animal or a child seat or a phone that slipped out of someone's pocket. And I do mean Every. Damn. Time. The zipper makes me less cranky about that.
  13. That is handy. Why isn't this built into Garmin Pilot and/or ForeFlight? Or any app for that matter?
  14. Definitely get it in the cloud or back it up elsewhere. I'm a little OCD on that because of the number of failed hard drives I've experienced. I personally use Google Drive, but only because they "gifted" me 1TB of storage for being on Google Fiber (and I don't pay enough iCloud rent to use iBooks). Also, Google Drive has OCR built in to search within images/scanned PDFs, and that seems to work ok on my logbooks. May be too late for this, but for initially capturing your logbook entries, I would use a receipt tracking app of some sort. They do a good job of converting to black and white and flattening/cropping your images. Some of them may even have OCR/indexing built in. I have used Jot Not in the past for receipts (which will save directly to your cloud provider of choice), but I don't think it does any OCR.
  15. Same team fellas...same team. Sent from my iPhone using Tapatalk