Johnnybgoode

Here's a question for the smart guys. Recently I've noticed my radio transmissions on my backup radio are terrible and only just readable on the primary, a GNC300XL. Today I had a chance to play around with it and it seems to be tied to when the generator is making power. Taxiing around and at idle = crystal clear comms. Add power and the generator comes online and my transmissions go downhill fast. So far I've not been turned away from Class C, but I don't like having issues like this any more than the next guy. JPI indicates a solid 14.3V when the generator is online. Any suggestions on where to begin troubleshooting? Come to think of it it's with a new (Halo) headset so I'll start there, but any other ideas are appreciated. Even at half-throttle, with less than full-throttle ambient noise affecting mic, it's nearly unacceptable and it almost sounds like an interference of sorts, not just background noise. Thanks, Patrick

Fixed by downloading a different piece of software to load the SD card - new app worked first time. Guess the PiFiller app had a conflict with something running in the background, even on a fresh reboot. for the record... So for all you pros - can't get my wife's Macbook to load that pi filler app - just keeps "quitting unexpectedly" on me when I go to run it. OS x 10.7.5 any successful Mac users on here? thanks, Moron

Have a close look at the area forecast for spots along your route. I've often found the clouds overhead to be manageable based on reported tops, depending on the seasons. If they're forecast to be above 10k then I think I would have some quality 4-wheeled windshield time. I have about 8,000 hours of flying for Uncle Sam or the airlines when I had to go one way or the other. Personally I don't have to be anywhere that calls for me to fly single-engine IFR - I just drive or jumpseat on one of the airlines. Either way I find the area forecast app to be helpful in the weather decision. patrick

I second or third or fourth the "default to latest post" as a worthwhile upgrade to the new layout! Patrick

I was down at Pope a few years ago and went aboard one of the mil Gulfstreams to look around. Pilots were lounged up front with a belly camera focused on the flightline gate behind them showing on one of their panel screens. They were waiting for their VIP to make his entrance and that was their early warning system. We don't have them on the C-130... Patrick

I suspect the Falcon perhaps never checked his rearview mirror. Just because one IFR is awaiting release doesn't mean others cannot go - delay might be due to slot time at destination.

Interesting - haven't seen a picture of that one yet - anyone know who owns it or have any other photos? Patrick

Nice seeing your progress today. It's looking good so far. I found that cutting through that first layer was hardest - in my case it was several years of dust and minor surface corrosion - it gets kind of addicting as you get into the finer grits and see the scratches disappear and the shine come to the top. I'll have to swing by again in a few weeks! Patrick

aviatoreb please check your PM's. Patrick

I like your thinking! Fix it to your liking and keep flying it. It'll still fly just as fast as before the damage. Lots of people seem too interested in creative ways to make money on their airplanes. Fix it up, keep enjoying it and don't look back! My 2 cents. Patrick

I was more suggesting the paint to avoid continuous polishing around all those trailing edge rivets than for balance reasons. Patrick

What are you doing on the ailerons? Those protruding rivets will be a challenge. I think in looking at the other polished one mentioned on here I can see the reason for the painted wingtips, which probably include the ailerons. Curious if you plan to repaint any parts or go all polished? Patrick

Today's boots don't get polished, in the USA, so I've had to use polishing time on other objects... Patrick

There is the option of clear coating a polished airframe. The risk is, as many have found, that over time the clear can begin to yellow out a little. Not as noticable with color under it but it really hurts the polished look. Leave it bare, touch up as needed and devote a weekend to a full polish each year or so and it will hold the shine well, if primarily hangared, of course. One other thing I would consider is painting the belly, underside of wings, and leading edges. They (esp. leading edges) require more regular cleaning; wiping down painted surfaces is easier than cleaning and touching up the polish. As to the belly and underside of wings, silver paint looks just as nice from 20 feet away, and with much less initial effort. k Patrick

All you need is various gtits of Nuvite and a cyclo polisher, oh, and old clothes and time. Once you get it looking good you can stay Nuvite fine or use Mother's aluminum polish for touchup. My RV was unpainted, so not as big a job as a strip/polish but it turned out nice - I'll fly it up sometime and check your progress. BTW I got that cowl closure installed - that and some baffling work and new Lord mounts has mine running under 400 now except in initial climb. Have fun - there's a black and polished Mooney floating around somewhere. Patrick

WV32 https://m.youtube.com/watch?v=f5zTVy7Cze8 Not my video, but the field my Grandad built years ago. Started as 700' grass. Now 3000' lighted and paved. Skydiving there today also, if you're so inclined. Followed that in Del Rio, TX then Corpus Christi, TX. Currently commercial, still military and Mooney/RV for fun. Patrick

Greenbrier in WV?

Indeed they are, and sourced from Lasar in my case. We ended up using them as well as new mounts to line everything up where it needed to be. Patrick

N1395W, That's exactly the baffle I was referring to in my original post. Yours looks quite effective. Patrick

Thanks Joe, I am aware of the shims and the article. In my case the mounts needed changed out and shims alone would have been a band-aid. Then when I changed them, later, I could have faced alignment issues with the already installed cowl closure. I opted to bite the bullet now rather than work the alignment issues later. Patrick

Oscar, There's about a 3' piece of rubber baffling attached to the engine side on the inside of the lower cowling - it is supposed to ride in a channel on the aft side of the front cowling. In my case the worn mounts allowed it to slip below the channel and create an air path to the the lower side of the pressure area. It bypassed the cylinders and resulted in the higher CHT's. Raising the motor kept it in the channel and fixed the cooling/airflow issues. rbridges, I climbed out at around 130 mph today - same as pre-mod, having read up on the IAS's that are common for a C. Patrick

CHT's ... a C-model mod story Background... I bought a local '65 C last fall for a good price that had sat for a couple of years, flying only enough to keep it in annual. It had new cylinders, after a brief stint with chrome cylinders which "didn't break in properly" (and bladders and a panel-mount GPS.) Thinking the undisclosed high-CHT problem (on 3 and 4 cylinders only) was primarily with the JPI grounds I relocated the instrument ground and lowered CHT's about 30 degrees, but not enough for me, or below my target 400 degrees. I also purchased a Lasar cowl closure, thinking that reverse airflow out the guppy mouth wasn't a good thing. After dropping it off for mod I received a call from the A&P indicating that the mod couldn't be completed due to engine sag. Lord mounts and spacers and the mod completed later I'm happy to report the results. Takeoff today around 90*F indicated temps resulted in just over 400 in climbout, remedied by IAS increase - prior to mod CHT's would reach 450! Cruise temps were maintained below 400* for the first time in ownership. The Lord mounts allowing the engine to sag resulted in the lower-cowling forward baffling strip not remaining in the channel, allowing my cooling air to reach the area below the cylinders, and robbing me of its cooling power. If you experience high CHT's on a C check the placement of that baffling strip. It might just give you a hint as to where to begin. Lots of C's with high CHT's - just one more data point to check. Patrick

Tuft test your Mooney for a simple demonstration of this.

I'll take the other if you'll split them up. Patrick