sw1024

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About sw1024

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    Member

Profile Information

  • Gender
    Male
  • Location
    Mammoth Lakes, CA
  • Reg #
    N6421Q
  • Model
    M20F

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  1. Hi Bob—I currently live in Mammoth but I hangar my Mooney just to the south in Bishop (KBIH). As another mentioned, Mammoth can be tricky in the mid to late afternoon with the high DA and nasty winds which are almost always a fairly severe crosswind. Mornings are typically best. It’s a nice little airport though with a fair amount of GA traffic and some commercial jet flights. Fuel is pricey. There are rental cars available on the field too. We tend to avoid flying/crossing mountains when the winds aloft are 20-25 knots or more at 12k. It can be very turbulent. KBIH can be a very good alternative if the weather or winds are bad. Cheap fuel too if you wanted to fuel up at a lower elevation. It’s about 15 minutes south and is lower in elevation by 2000 feet + with lots of runway options as well. Happy to discuss Mammoth if you need more info. If you’re staying overnight, my wife is the director of revenue at the resort—might be able to get you the Mooney driver discount.
  2. Alot of great comments and insights--which is why I am a habitual Mooneyspace lurker. Seriously, my wife makes fun of me. Guess the real question comes down to L3's future in GA. I can understand glitches and the need for software fixes--even if they do require travel to a dealer, as unappealing as that sounds in today's crowded avionic shops. But if they are planning on exiting GA, that's a tough pill to swallow for those that own the units or maybe thinking about getting into one late in the game (me). I appreciated what they brought to the table when they introduced this box--in many ways they were a "disrupter" despite being a large company. Nobody was doing what they did--especially Garmin--at the time. I am surprised that there aren't other in/out option at this point from other companies--start ups or big corps. They marketed the Lynx in some respects as being a future proof option--the idea that more capabilities could be added to the existing hardware down the road. The ability to display what it does...or upgrade to something like active traffic is very appealing. Not sure who else is doing that... Wish they would provide some insight as to the their future plans--sort of was hoping they might say or do something when Garmin released the new 375. But maybe they just want to do big money military stuff now. Too bad...sadly it appears that I'll end up rolling over and capitulating to big G. I have no beef with Garmin--have three of their products in my panel now...just don't like their approach to keeping every single thing Garmin centric. If I fork out thousands for an in/out solution...would at least hope to have the flexibility to run the data to a non-Garmin owned app--like Fly Q. That's a $200 problem though...back to Foreflight.
  3. Thanks. I thought about the new 375 but I have a 430 that I want to upgrade to an Avidyne. Garmin only plays nice with their own products...so you’re pretty confined within their product ecosystem once the investing begins...wondering if they’ll even continue supporting Foreflight down the road...
  4. Hi--wondering if anyone has thoughts/relevant info regarding the Lynx 9000 these days--given the recent problems they've had with software. I have been planning on an install--have not purchased it yet but was inquiring about quotes from shops. In reading some recent threads over on Beechtalk, it seems that the Lynx unit has software issues related to the recent rollover date. Lynx has responded that it will takes weeks to issue a patch--and a trip to a dealer in order to fix. The bigger issue is that it would appear they had no idea this was going on until a number of people called--and now weeks to issue a fix. Some have mentioned that they appear to be exiting the GA market as well--and have laid off or transferred staff/technical folks. I don't have any knowledge of this first hand--just what I read. Interestingly, the Lynx website has not appeared to have been working for the past few days either? I really wanted an ADS-B solution that was in/out...had decided to not go with a Garmin 345 as I'm not a fan of their closed architecture approach and lack of playing nice with others. There is a Stratus ESGI with an in/out option--but it's basically a stratus receiver hardwired--which I wasn't thrilled with either. Any thoughts on rolling the dice with the Lynx? Did they have any presence at Sun n Fun? Not sure what to do...was really set on the Lynx but now I'm not so sure...thanks!
  5. In my case, the TC 100 EVS had failed. No movement or gyro activity. I overhauled it (expensive) and it still would not work. The problem seemed to be the electrical connection from the connected power inverter. We had power going to that piece but nothing continuing on the TC. I guess the shop didn’t overhaul or look at that which I’ll have to take up with them. So we swapped out the whole unit with another one and everything now works. PC and all the lines seem good, nothing changed with the connections or lines. So if you have a TC 100 EVS that has failed...it may be an electrical issue, not a need to overhaul? Im far from knowledgeable on any of it...this is my first Mooney...some people said it should work with just vacuum but that wasn’t the case Still having problems with the Accutrak unit tracking gps headings...but we haven’t done any troubleshooting to see what the issue is yet. One gremlin at a time...
  6. Thanks. There is power going to it but we think maybe the separate voltage input might not be sending. But vacuum is not making it work either. On my spare, when hooked up to just power, it spins. So we’ll see. Thanks to all.
  7. My TC shows no movement at all. The electric flag does not show and it appears dead despite having it overhauled. I bought a spare and we’re going to try it. But I’m not sure it’s even hooked up properly. I just bought the plane recently and it died on the first flight. No prior experience with the Brittain systems so I’m clueless. When I turn on the Accutrak, the plane goes into a strong turn with no direction based on the heading. So I have no idea. The plane flies pretty straight in cruise but I’m not sure if the PC is working. Hoping to pull it soon and start experimenting.
  8. Thanks very much to all that shared. Moontownmooney, Shiny moose, and Fred 20–really appreciate it. Thanks a lot.
  9. Thanks. Hoping to find some documentation on the install. Perhaps Brittain might check their messages.
  10. The turn coordinator doesn’t work. Gyro won’t spin. It was overhauled but when installed it won’t work with electric or vacuum. I have another one that we want to swap it out with but we’re not sure it was installed properly to begin with. The Accutrak works...it is supposed to track both a VOR heading or gps heading from a Garmin 430. But without a working turn coordinator it just goes into a strong bank and tries to kill me...lol. Hoping a working TC solves the issue. Just don’t know that the vacuum hoses are hooked up correctly so we’re looking for some documentation on proper set up.
  11. Hello—I’m looking for an installation manual or diagram for properly setting up the turn coordinator that is part of the Britain auto pilot in my 67 F. The turn coordinator is the TC 100 EVS...paired with the Accutrak system. See attached pics. I’ve never been able to get the turn coordinator to function properly..or at all. Right now it’s just dead. Neither the vacuum or the electric seem to make it turn. My mechanic is asking if there’s any manuals or installation instructions for him to experiment with. I had the turn coordinator overhauled and it still doesn’t work. Very frustrating. Called Brittain but I’m not sure they’re even checking messages anymore. Think this has come up before in other threads and I looked through the downloads section and there doesn’t seem to be anything applicable to my set up posted. Hoping someone out there has a manual or set up instructions they could share. Thanks very much!
  12. I recently purchased a Mooney F. My experience when shopping around for insurance was that they cared more about overall retract time and total time as opposed to time in type. They will typically ask that you do some transition training with a Mooney CFI. I had to do 5 hours. I ended up doing quite a bit more for my own comfort. I only had a few hours of Mooney experience prior to doing it. I did have an IFR rating and about 40 hours of retract...which didn’t seem to matter to them or help my premium all that much. Not sure what their magic numbers are but hoping over 100 hours of retract this year will help.
  13. I recently did some transition training with Boris Vasilev at KDVT. Good CFI and he used to own a J. http://freedomflightservice.com/
  14. I only had them overhaul the turn coordinator and we haven’t installed it yet. They did a full overhaul on the gyro and electrical. But the PC/Accutrak was working prior to the TC going dead so I’m hoping that was the only problem. What was interesting was that the TC was working just before we turned on the Accutrak to track a heading...then it died. Not sure if that was a coincidence or not...
  15. I am a new Mooney owner—1967 F. I just had my Britain turn coordinator overhauled. It is the TC100 EVS. It failed right after I bought the plane unfortunately. I had a tough time finding a shop that knew them well but ended up sending it off to Preferred Avionics in Michigan. The tech who did the work seemed to know Britain stuff pretty well when I first called—knew the different models and hook ups in the back Mine was not working at all and also had some electrical problems with the attached transducer. Haven’t installed it yet. Hope it gets my Accutrak back to tracking the vor/gps headings.