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dfswing2

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Posts posted by dfswing2

  1. I guess I missed this when it posted last year.  The attached evolved over several years of operation.  There are actually two sheets in the Excel file here; one for normal ops with a small section on emergency procedures and then a complete sheet on emergency procedures.  I created these so that I could print out on landscape on an 11x17 sheet, cut out, fold in half and laminate.  It's the correct width to fit in the side pocket at my left knee.

    I added the complete emergency procedures sheet six months later after lots of practice with my CFII and him calling a particular emergency regularly.  I have punched a hole in the laminated emergency sheet and then attached a 14 ga. red wire to it hanging out of the side pocket so I can grab it at just a touch without fumbling.  I know I need to memorize but as I get older it's tougher to remember all the different procedures.

    Hope this helps ... 

     

    N800MS Operations Checklist.xlsx

    • Like 3
  2. I had this happen a couple of month ago on my M model.  Turned out that a hose clamp was installed down instead of up and had rolled over time to a position where it was hitting the linkage.  I rolled the clamp 180 degrees and it raised the natural position of the hose a half inch.  Problem solved.

  3. The panel is awesome and makes me jealous for sure.  Good video to educate us on the engine management as well as all the other capabilities of the Garmin system.  I really like all that this can do but I'd rather have a dedicated screen for engine management.  I have an Aspen PFD and would like an EDM930 or MVP-50P for primary engine gauges.  I currently have an EDM830 and have found that it has become a part of my scan naturally from departure to landing.  I'm concerned about punching buttons to see what my engine is doing while I'm bouncing in on decent/approach or climbing through the overcast in IMC.  Just handling an approach while in rough conditions on the 430W is a challenge for me and I have buttons and knobs.  Just my opinion.  Everybody has one and none really count :)

    I do like the G500Txi system though.  Thanks ... 

  4. I've owned the M20M for three years and was never satisfied with braking.  I had almost accepted that the performance was due to the gross weight of the long body but continued looking for an answer given that I work (towards my own A&P rating) in a shop that specializes in Beech.  Last fall while doing the annual my plane I noticed some very tiny bubbles (almost invisible) in the brake fluid line from the master cylinders to the reservoir.  I back bled the brakes until I no longer saw this in the line but still was not happy with the results.  

    Two weeks later, I decided to flush the entire system.  I back bled all the way through the system.  Dark red/brown fluid came and then new fluid from both sides.  Finally I have the brakes that I expected.

    • Like 1
  5. Thank you for the heads up.  I will research these as well.  The clamps are new and I was going to re-torque them after 17 hours at the oil change this week.  Pressure tested exhaust before doing so and found the leaks so we didn't want to torque before repairing the leaks.  Don Maxwell helped with a suggested gasket that he has seen some use for repair at the flange.  Also have found the v-clamp gasket so we'll do the repair and test again tomorrow.

    ... Don

  6. I have an old KT79 transponder that began being intermittent in reporting altitude and finally stopped altogether during a flight Saturday.  I had the biannual IFR certification done in April and had some issues after but would always clear after cycling power.  It had done so prior to the calibration a couple of times as well.  I plan a panel upgrade next year so don't want to replace right now.  Any suggestions or has anyone had to address this before.

    Don

  7. I am a new Mooney owner (1 year) and started out high but have over 140 hrs in the Mooney and 170+ hours in the last year.  My insurance for the second year is 60% of the first year.  I utilize Aviation Marine in Oakland, CA who shops it with multiple carriers.  I don't know how much of it is experience in the plane vs annual flight time but was greatly appreciative of the work Todd Lewis did to get the rate reduced.

  8. Mike, is this a Stratus 2s?  If so, where did you get the firmware upgrade and figure that you were behind from?  I have not had this problem with my unit but have it mounted on the back right window.  Yes a PITA when it falls off but have figured out to remount with each day of flying.  Usually have 4 or more towers at above 3000ft for the most part.

    Thanks ... Don Swing N800MS

  9. I would like to be there but will be at KGGG for the DM Mooney Maintenance workshop that I have planned to attend since January.  Also its a busy weekend with the fly-in at Tuskegee where I was based last year and a tenant luncheon at KCSG where I am based now, both of which I will miss.  I have a Mooney plant tour on the 20th as well, weather permitting.  I will certainly try to attend next time.

  10. I just passed the IFR check ride yesterday and feel that the 6 months I took to obtain the rating was beneficial for me.  I saw much change in weather and I also had time for lessons learned to sink in.  I considered the PIC method but I don't believe it was right for me.  Maybe it was my age (59) but it's drinking from a fire hose!  I don't believe I would have developed the habits that I had time to review each week and change to adapt good flying habits with the new things that I learned.  It is hard; they don't give it away for a good reason.  Good luck!

    • Like 2
  11. The WX-1000 IIRC has two glass fuses under caps on the processor box.  There is also a red and green LED on the processor. The green should be steady lit when its operating. That should be on the rear shelf by the battery.  Check those. Then loosen the thunbwheel latch and re-rack the processor.  Check the circuit breaker, there must be one on the instrument panel.  Make sure the CRT screen is turned up full bright, turn the knob fully CW. If that doesnt get you, email me and ill get you the pinouts for the connector.  Could be the processor. Could be the CRT.

    Great, Thank you for the quick reply.  I will check these this weekend.

  12. I’m the new owner of a 1991 Mooney M20M Bravo after a long search for a fast efficient plane.  This is a great aircraft and the one that I purchased is low time with a relatively low time reman engine and prop with NDH.  Two issues have shown up though since the purchase that puzzle me.  The first is that the electric elevator trim switch on the yoke works well until I engage the autopilot.  After the autopilot is disengaged, I have to manually trim the aircraft.  I have noticed that this takes place every time I use the autopilot after the aircraft has been shut down.  It seems almost like a clutch has not or will not disengage until power off.

     

    A question is “Would it be okay to pull the breaker on the autopilot (KFC150) after having been engaged and then disengaged in flight, then restoring power to the autopilot to see if the electric trim switch on the yoke begins to work again?” 

     

    Second, the WX1000 stormscope worked perfectly on the first day that I flew the aircraft after signing the papers.  Starting up the second day, the unit did not power up and has not since.  Does anyone have any experience with the stormscope and this type of failure.  Seems like a power issue but I wouldn’t know where to start.

     

    Both being avionics issues, can you recommend someone in the Alabama-Georgia area to look into these issues.  They certainly don’t keep the plane grounded on a great VFR day but otherwise I’d like to solve both before having to deal with weather.

    • Like 1
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