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Mark942

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About Mark942

  • Birthday 12/17/1951

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  • Gender
    Male
  • Location
    Leesburg, Indiana (KASW)
  • Interests
    my email is markfox942@gmail.com
  • Reg #
    N1270X
  • Model
    M20E

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  1. This is obviously not a consumable part, so I doubt that anyone will have them "in stock". I'd try a salvage yard such as Texas Air Salvage. You can find them and others on the web. Ask your AP/IA to inspect it. This should fall under pilot/owner supplied part or the new "Vintage Aircraft pre-1980" parts FAA interpretation I would think. I would not try to weld this back together. There will be a "heat affected zone" and unless you want to take it to a weld shop that can then heat treat it, I would expect it to fail due to these stresses and the vibration this part sees. Best of Luck. -mark
  2. If this were my problem I would want to know what Savvy Aviation Maintenance service thought of this. It's a paid service, but unlike the CYA Lycoming rep they can give advice based on experience and science. -mark
  3. I have an Avidyne IFD550 with a S-tec 60-2 that was already in the plane. Some serious installation problems that were very frustrating and expensive, but finally woke up and took the plane to a different installer and the problems were all resolved in one visit. I LOVE IT, LOVE IT, LOVE IT. The reason I went with Avidyne over Garmin was that the IFD is second generation to Garmin, so they could improve on additional features, but the biggest reason is that every function that can be done on the Touch Screen can be performed with dedicated push buttons and knobs. I seldom touch the screen. Just the way I learned to use it, and in any turbulence at all, I REALLY am glad I'm not trying to use the touch screen. I have an IPad with Foreflight on my yoke with charts. That's hard enough to deal with on a touch screen, let alone reaching out to a panel three feet away. Also, because of my install problems, I got to know the tech folks at Avidyne pretty well and there simply isn't enough space here for me to tell you how great they are and how they supported me, including providing me with a new unit after the warranty had expired to help resolve the problems and guiding me to a new installer that was able to trouble shoot all the wiring mistakes. They didn't have to give me a new unit, but they did. I didn't even ask, they offered. You measure a company's customer service AFTER the sale, not before. If I didn't already have the S-tec 60-2 with vertical speed and altitude I would have gone with the Garmin GFC500 autopilot. Since I already had a very capable AP I only needed to install a $900 S-tec GPSS steering module. Hope this helps, just my experience, YMMV. -mark
  4. Congratulations! The E model really is a great plane, I bought my E about 4 years ago and have been restoring it to better than new ever since. It's a labor of love and makes flying it so much better than renting a plane that you don't know inside and out. Hope you enjoy your E as much as I have mine. My s/n is 143. Best of luck to you. -mark
  5. Thanks to everyone for the continued input. Let me restate my basic question. My CFII stated that a change in Throttle setting needs to be preceded by a change in mixture. LEVEL flight. Only trying to speed up or in my case, slow down. No change in altitude (DA). After reading through the link and pdf posted by PT20J, I am even more convinced that the job of the fuel servo is to maintain the fuel/air ratio with changes in throttle/air speed (ram air). Am I missing something?? IF maintaining a constant altitude and only making a power change via throttle position, do I need to adjust the mixture to maintain the same fuel/air ratio (EGT and CHT as indicators). Thanks, -mark
  6. I want to thank everyone for your insights. Just to clarify, I was on an IFR approach prior to reaching the FAF. Time to slow down, drop the gear and get configured for the decent in a stable approach. I had been in cruise LOP with an injected IO-360-A1A. My CFI says it doesn't matter ROP or LOP but that any change in throttle needs to be proceeded by an appropriate change in mixture. Since I'm not changing altitude I don't think it is proper to mess with the mixture until I am ready to begin decent. I usually wait until established on the Final Approach before I go Mixture and Prop full forward. So, I guess I agree with PT20J and that was my point in asking for other opinions. Does anyone know of any published articles from someone such as Mike at Savvy or someone who can add "Science" and "Fuel Servo" knowledge to the discussion?? Thanks, -mark
  7. My CFII insists that I add fuel flow (move the Red knob in) as I reduce MP at level flight during the "Slow Down" phase to get slow enough to drop the gear on an approach. Level flight at 4000 MSL, (LOP at cruise but he says that doesn't matter). This doesn't seem correct. I am at the same density altitude, not starting down yet. Opinions please, and references to actual data or expert's articles such as Mike at Savvy articles would be really appreciated. Thanks, -mark
  8. I installed the JPI 900 a couple years ago and absolutely love it. I placed it in the general location of your Tach/MP as you suggested and that seems to work fine. The monitor does pretty much everything it claims it will do. I did the install myself and then my AP/IA inspected it and did the paperwork. The instructions are good and I had no problems what so ever. I have since had an engine issue that was easily trouble shot by sending data to Savvy which confirmed what I and my AP thought. Sorry but I have no experience with the EI CGR 30P. Either way, now that I have it, I simply can't imagine going back to the steam gages and a single analog EGT with no CHT. Best of luck. You will not regret putting this money into your plane. -mark
  9. Just got home from another day at the hangar reassembling the Mooney. Thank you to everyone for your responses. Tomorrow I will share this with my AP. He allows me to do all the actual work, but I rely on him not to make mistakes. I plan to pull the panels back off and take a look at the things you guys have mentioned. Trying to wrap up the annual but it's a busy time of year. Thanks again, I'll report back what I find and hope to take a couple photos or a video. -mark
  10. I have a 64 M20E. I've owned it four years now and since day one, there is about a half inch of free play if I lift up on the tail cone during pre-flight inspection. I asked my first AP if that was normal and he confirmed that it was, but to just keep an eye out that it didn't increase. The plane flies hands off. When on autopilot and in altitude hold it is rock solid. Just finished my fourth annual and nothing has changed but I have a new AP. I asked him what he thought and he said he just didn't know. We did not change anything but I wanted to ask the group if this is normal and okay. If the play should be taken out, is it done by tightening the two nuts at the very end of the tail to take clearance out of the "what looks like" bungees in a tube" at the end of the tail. Thanks everyone, Merry Christmass
  11. I have a 64 E with Stec 60-2 and it has Vertical Speed and Alt Hold and will track a Glide Slope, but I don't think that is all done with just the electric trim. During the ground test the yoke is moved forward or back per the command. So, I am not certain which motor this is without opening the tail and taking a look. I am on the east coast and won't be home to be able to get more details until the end of the month if you need me to. Hope this one photo I found helps some, but the actual wiring connection is not shown in this photo. -mark
  12. Any chance the "old" PC Servo cans or linkage to them could be catching or dragging or are the ailerons completely disconnected from the old PC?? Is any other Auto-Pilot connected or always hand flying??
  13. Hey Pete, Your explanation was exactly what I was looking for, and it does just what you said it would do. For example, Alabama is the first state in the list in each category. I can left swipe it and get a "Delete" red box and delete it. The "file" that I think I am deleting is dated: June 17,2021 - July 15, 2021. What I think is that there are another 20 or 30 earlier "Alabama" identical files with earlier dates (updates to data excluded). In settings, it shows ForeFlight app as 28.51GB. I think if I installed Foreflight on a new iPad it would not be anywhere close to 28GB but I don't know. Thoughts??
  14. I've had my Foreflight for about 4 years now on an IPad Air Pro. It has 32G of memory. Of course I do the map/charts updates and I am now getting a message that I am almost out of space. I am not an Apple person. How do I delete old copies of the same maps/charts to free up memory. I don't know how to navigate the IPad itself in settings (just don't find any way to see the actual files) and foreflight options seem to be to delete the app and start over?? Any help would be appreciated. Thanks, -mark
  15. I've had my Mooney for 4 years now. My first year with ZERO time in type or complex was my least expensive. EVERY year my rate has gone up 20-35% compounded. My "Liability" premium as shown on the policy is only $336 this year. My total bill is $2,516 for $100K hull coverage. If I decided to go with "Liability Only" should I expect the bill to be the $336 or do the insurance companies raise the price of Liability only by a factor of 3X or something like that to discourage people form going with Liability Only. After all, they really do want to sell insurance including Hull coverage. Anyone have experience with this option??
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