wings_level

Well I have an update. It was found to be the pitch servo. Sent it off for overhaul. Then should be good as new.

So I took the plane up for a little cross country for the holiday and out of no where the altitude hold on my STEC 30 autopilot would not hold altitude. The blue light came on indicating it was on but it would not engage and hold altitude. Anyone ever heard of this? Got to get some good experience hand flying again.

Well right now I am flying with Foreflight and the SXAR1 so I have xm weather and gps. But if I am gonna upgrade to include ADS-B, redundancy is something I am considering. Would like to ditch xm on Foreflight and just use ads-b for that either with the 345 or stratus. I agree the GDL82 is another viable option. But I believe the install for that is fairly higher than the 335 or 345. Making it a wash between those. At least that is what an avionics shop said.

So looks like the rebate is back. Here is what I am struggling with for my 66 C Model: garmin 345: provides gps and allows ads-b to be Bluetooth directly to foreflight on iPad. No additional equipment needed. So don’t have to worry about charging and managing external devices. However, should the unit fail or an electrical failure, I lose everything, gps for foreflight, weather, traffic in. Electrical failure I even lose panel gps. So this makes a single point of failure. garmin 335 + stratus: provides gps and allows ads-b to be Bluetooth directly to foreflight on iPad using only stratus. Would have to purchase another piece of equipment, the stratus. Now I have to worry about charging and managing external devices. However, should the unit fail or an electrical failure, I don’t lose everything, gps for foreflight, weather, traffic in still available with Stratus. Electrical failure I lose panel gps, but stratus still works. So this eliminates the single point of failure. Any other thoughts out there? Decisions, decisions!

What size plywood squares would you recommend?

I am thinking about carring my C model to Oshkosh this year. I know a lot a Mooney’s make there way to Oshkosh every year without any problems. However I am kinda concerned about the limited clearance of the prop while taxiing around on the grass to get to the camp spot. I have ‘66 C model so thinking on camping in Vintage. And a prop strike getting to the camping spot would ruin my little camping excursion. Any thoughts on this?

So I have a JPI EDM 700 engine monitor on my C model and I am seeing extremely high CHT on I know the #2 cylinder during climb out. Around 450 degrees. I climb at 26 squared and 120 mph. I end up lowering the nose to bring the values down. This started last summer, then stoped over the winter and now it seems to be making another visit. Any ideas? Wondering if it’s a probe problem or maybe baffling?

I agree. And also, from my understanding, the Bendix uses something other than an impulse coupler (not sure what it's called) on the starting mag. From what I have been told that generally performs better in starting than the impulse coupler in the Slick mags.

I posted this on facebook, thought I would share it here as well. In flight the engine starts running a little rough. Landed and took off the cowling, the screws came out of the left magneto casing and it was in half. Picture shows exactly how it looked when I removed the cowling. This was on a C model with Bendix mags. The 500 hour inspection occured 400 hours ago. I think its time to go ahead and inspect the other mag too. After further investigation, the gear that attaches to the mag that goes in to the back of the engine and gears up to the idler gear in the engine has a small chip missing due to the mag bouncing around in flight after it split in half (the idler gear appears to be good shape though). Gonna pull the oil screen and hope we find it. Don't want it making its way through the engine.