Aerodon

OK, Scott, you sent me down a rabbit hole. A person can 'blow' up to 2.8 psi A party balloon is 0.25 psi The pressure switch is rated to 50" water, or 1.8 psi 65 knots is 0.2 inHG or 0.1 psi So yes, be careful with the switch. Aerodon

If you look at the picture I posted above, you will see each microswitch has an adjustment screw. One side was working fine, the other side was 'always open'. About a turn of the adjusting screw, and I could hear the microswitch close. I had to grind about one thread off the adjusting screw to get it to work. Aerodon

This is what the switch looks like inside the box. Two micro switches epoxied to a plate. The diaphragm pulls the actuator away from the micro switches. My main micro switch works, the auxiliary switch does not. I am trying to use the auxiliary switch for both a flight timer clock and an airborne sensor for a transponder. It looks like I might be able to get the auxiliary working by adjusting the micro switch ‘further away’ from the actuator with the small set screws. aerodon

I had to think about this for a moment. I guess it is fair that your insurance company pays out what you were insured for, and then goes after the other party. If you don't give up your right to pursue the other party, you could have the situation that both you and your insurer are filing a claim against the other party. A good recipe for confusion. So you have to pick a route, either you file a claim against the other party for the full value, to take the money and run. Aerodon

Here are some pictures of a helicopter one piece belly. Note the copper backplanes for the transponder antennas, and the neat cables for partially dropping the panel until you have disconnected the RF cables. I've been wanting to move the transponder and DME antenna away from the Mooney side by side location, and also install a belly mounted VHF antenna. Aerodon

I think the issue is that JPI have three fuel flow transducers and want to make sure that the smallest one (201?) is OK with the maximum fuel flow at takeoff. You can look in the lycoming manual for your engine, they usually have the max full rich fuel flow. I don't think you will be far wrong with 25 or 30GPH. (this value is not entered as an alarm anywhere on the 830. EDM900/930, it is if its in the AFM. Don

https://www.woxikon.com/abbreviations/en/cb, I see circuit breaker made the list, but Cheap Bastard did not.

Mmmh, new member, good deal posted. Saw same ad on VansAirforce. Could be a scam. But a little due diligence, Bill York has been registered on Vans for a long time. N1ZL (shown as Bill's plane above) is registered to a Frank in Mesa (not Bill). Mesa / Chandler / P19 are all close together. Can verify that Bill York is a pilot, and that phone number appears to be matched to Billy York. Bill works in Aerospace. But lots of information posted, so a little bit more due diligence could raise my thoughst from scam > looks OK > send money. Bill, I'm not sure if I am helping or hindering, but this is the process I would go through. Don

I'm not a fan of insane jury awards, but if my plane was written off through no fault of my own, I would expect my insurance company to replace it. I don't underinsure, and I don't care if they try recoup their losses, that's their business. I had a hangar fire, my insurance fixed it and filed a claim on the local utility who were the direct cause. They reached a settlement pretty quickly and recouped 80% of their outlay. I'm pretty sure the owner of the Piper M600 that got chewed up by a P51 got compensated and the insurance company would have gone after the P51 pilot? I am aware of one local pilot / owner that flew into a high rise after a medical issue. The residents were relocated and repairs ran into millions. The building owners insurance company filed a claim against everyone and anyone involved. Some guys were dropped fairly early on (no assets or insurance), but the estate was wiped out and his family was left penniless. One avionics shop insurer that had worked on the plane settled for a significant mid 6 figure number, just to avoid a trial. Aerodon

I see airline windows are nicely milled to make them flush. I think it takes really good machinery and knowledge to machine plastics in a way that does cause them to break during the process or future. It takes special drill bits that 'don't grab', and all edges need to be nicely sanded and polished. The RV guys have endless problems with cracked windshields, the Evolutions that popped their windshields were traced back to scratches left over from sanding. A local C414 is currently having multiple side windows replaced due to cracking. Early Pipers have thin (1/8") windshields and I think replacements up to 1/4" are available. I have witnessed the last screw being tightened on a Cherokee and seeing the windshield crack. My friend's Lancair has a 3/8" windshield (maybe even 1/2"). What I am trying to say is make sure you do you research properly to ensure a thicker windshield will fit, and make sure your installer knows what he is doing with drilling, cutting, fitting, sanding, milling, sealants etc. It's very nice getting a new thicker, tinted, UV protected windshield, but get it done properly. Shipping is the least of your concerns...a lot of labour goes into this, and a lot can go wrong. Aerodon

So can anyone help refine this list. First 'stretch' is 10". How much more was added to the fuselage (cockpit area) in the M20L and is this the same until the end? And is this stretch all in the fuselage, or some in the engine and spinner? I like the way the major manufacturers post their information, 'X feet forward of the wing and Y feet behind the wing'. Aerodon

I like thinning the logbooks down by removing all old stapled entries and keeping in an envelope marked 'old documents'. I'm not going to scan them for a future buyer, but he is welcome to have them. A pitot static test result or a magneto overhaul from 10 years ago has no relevance. Nor does a previous engine logbook (doesn't Lycoming ask for them back with a factory reman?). I like keeping a spreadsheet of time in service / time remaining for all major components. (magnetos, starter, alternator, etc.). Anytime I change something (like a battery) its not hard to add the date and TT. And an avionics spreadsheet. I just got a new AFM from Mooney for an Encore. It has no supplements, so an ideal opportunity to populate it with just the current optional equipment and avionics actually installed. Aerodon

Best street price is $104.50. I can do $90/each for new ones, and if you really want to try used ones I could probably put together a set for much less. Aerodon supercub180@gmail.com

I have an extra Garmin G5, this unit is about 8 months old, perfect condition. I'll include a free flush mount (single or double) and give a great deal on a CNC'd panel for any vintage Mooney. Aerodon

I have a spare new GAD13/C307PS, with connector and Garmin back shell. Also an 'end of line' dongle if you need one. This is what you need to display OAT and winds aloft on a Garmin G5. Fairly simple installation. Aerodon

Look on aircraft spruce for Band-It and aeroquip firesleeve clamps. Aerodon

Have a serious look at a SL30 or GNC355 for your second fav com. I believe the serial interface will work with both the G3X and the G5. Aerodon

I've never understood this. The authorities really don't want you touching the original fuel system, so you end up with all these goofy mcgyver solutions into the fuel caps, breathers and even fuel drains. I'm sure they have caused just as many accidents as they have 'saved' by not messing with the OEM setup. I get it, you don't want to be using you aux fuel directly to the engine, because no one has tested it in flight (and what about the return flow). But what is wrong with T-ing into the LHS fuel and only filling the LH tank when you are using the RH tank? Second best - use internal piping to the fuel vent inside the wing. Then install a temporary vent that takes care of you wing tank as well as the auxiliary tank. Cessna's have 'vacuum relief' built into the caps, but I think you need to ensure that you do not allow a vacuum collapse of a Mooney tank. Aerodon

Actually its the C150 that needs the liability insurance, or a really bad day for the owner if they don't?

I set my JPI 'shock cooling' to 40 degrees per minute. It's almost impossible to trigger during approach and landing (I must manage it well), but very easy to do in the levelling off process. Rapid increase in speed (more cooling), reduction in power (less heating). In fact this is the point that the cylinder will 'grab' the valve stem and fail catastrophically if it's too tight. I can confirm that the EGT and CHT drops to zero and the bits not only go through the turbo but can get pumped upstream into the intake manifold to cause damage in the other cylinders. TSIO360FB. Experiment with this a bit, maybe start closing the cowl flap sooner as the speed is increasing. Aerodon

Buy a set of good pedals off eBay, then it is less work to install and can all be done at the same time (remove and install without dissembling the extended pedals). aerodon

I have an EDM900 in a M20K - mounted left of the radio stack, just above the switches. I have not flown much behind it yet, but I would say that if it was right of the radio stack I would be wishing for the larger 930. One of the advantages of having my own CNC machine is that I can try out different layouts relatively inexpensively - I think I want to try one where I mount the EDM900 in the top row and the standby GI275 (and gear switch) in the bottom row. I have not tried a GI275 EIS yet, but I think it would be pretty good on pilots side. I looked through the installation manual, and I think you could reuse most of your JPI probes and wiring, but they are in different pin locations. Aerodon

I have just about everything in stock. Contact me for all your unusual requirements - OAT with extra long wire, 3' extension to relocate your instrument, upgrades, trade ins. New 8',10',12' harnesses. Aerodon, supercub180@gmail.com

JPI has run out of 3 1/8" displays and have a few 2 1/4" displays left. I have a few EDM700/800 units that I have taken in trade and then had 'factory refurbished' with new displays and sometimes new fuel flow etc. Got a couple on the shelf and a couple more to send in. I only sell units with high serial numbers with perfect cases and faceplates. If you have any concerns about your display, or want to add memory, fuel flow, or even RPM/ MP etc, you are running out of time to do it. Aerodon supercub180@gmail.com

I have a good used indicator with complete new harness / transducers / probes. Also have new EDM830 display upgrades for older EDM700/800 cylinders. $1300 plus core. Unlike JPI or other vendors, you don't need to pay upfront for the core, just send your old one to me in a reasonable period. Pricing good through 8/11. Aerodon