AaronDC8402

I couldn't find anything more definitive, so I bought a pair of SA53S's for our 1989 J. I'll report back if they fit or not.

JWN is a "special" place. A lot of the traffic is jets. Way more jet to piston traffic than I see at any other uncontrolled airport. That combined with proximity to BNA, it seems like almost no one flies pattern there.

A shiny airplane helps a lot.

I get to see the Mooney all the time in real life. I don't get to see the Diamond very often. 3CT is the plane I earned my PPL in. Still one of my favorite planes for local sightseeing. Hard to get a better view.

From other responses, it looks like I've got a pretty typical tablet mounting location. I really like having the space to mount it there. Every other plane I have flown, leg mounted worked well for the tablet for me. In the Mooney, I just don't have the lap space. The right side mount is a little further away than I'd like for reading approach plates. Sorry for the crappy tablet mount picture. It was the best I could find with a couple minutes of looking. The mount I'm more proud of is my phone holder on the yoke. I designed it in SolidWorks and 3D printed it. The mount is located by the recessed area of the emblem on the yoke. Rubber bands hold it against the yoke. Easy install/removal and no modification needed to the yoke. The stylus/pen holder has been pretty handy too.

Guess I could update my own thread. Contacts have been cleaned and everything is working like it should for now. Hoping we get a lot more hours before it's an issue again. Thanks to everyone for the help!

I am based in Knoxville also. CSV is about a 30 minute Mooney flight. Sounds like a good excuse for me and @Browncbr1 to go shoot some approaches together. One of us would be happy to meet the owner and take pictures of the logs.

Another good example this week. Got the avionics relay cleaned and put in a remote mount antenna cable for our GDL. I test flew it yesterday (mostly and excuse to fly around), and now the gear warning isn't working.

I think we needed one additional wire between the 480 and 330ES after the ES upgrade.

If the question is, "can you connect a 480 to a 330ES to be ADSB compliant?", the answer is yes. That's what we have in our plane. We bought our plane with the 480 and a non-ES 330. We had the 330 upgraded by Garmin. It seemed to be pretty simple for the avionics shop.

The mystery has been solved. Well, the mystery of the relay's location at least has been solved. It was behind the circuit breaker panel. It couldn't have been much harder to get to. It's on top of a "shelf" in a way that you can't see it at all from under the foot well. It's deep enough in there, that you can only barely see it with the glareshield removed. The relay is a Potter & Brumfield MB-4443-1. Seems a little difficult to get a hold of, so we're going to start with cleaning the contacts. They did have some corrosion on them. You could still hear it clicking when you flip the switch, so the solenoid portion was still working. Just not enough to pull the contacts open. We checked the connections at the relay, and they seem well connected.

Got to spend some time with the plane and a multimeter this morning. I thought I had found the avionics relay, but after some closer investigation, I was wrong. There are two large relays in the tail. One is the master relay. The other looks identical to the master relay, but seems to cut/supply connection to the hot lead of the ground power plug. I'm guessing it activates when the master does, but I'm not sure. I need to study the schematic more closely. I'm curious about the ground power relay and what it does. On to the multimeter results: -Master on, avionics switch off - 28VDC at both terminals of the avionics switch -Master on, avionics switch on - 28VDC on the input side of the switch, 0VDC on the output side The switch seems to be working correctly. With my head under the panel, I can hear a relay shifting when turning the avionics switch on and off. The relay sound is coming from behind the panel. The relay sound isn't quite as "sharp" sounding as I'm used to hearing. At this point, I basically ran out of time. With some more hunting, I can probably find the avionics relay. Does anyone know off hand where it is in a 1989 J model? Getting the multimeter on it and confirming that it is or isn't working is probably my next step. Thanks for all the input so far.

Yes. Everything is working as it should, except the avionics switch. If the master is on, the avionics bus has power independent of avionics switch position.

This is a two-parter. 1. I had a set of electrical schematics that covered our serial number (1989 M20J, 24-3105), but I can't find them now. I'm pretty sure I found them the last time just Google searching. Can someone point me to where I could find that again? 2. Our avionics master switch is no longer turning off our avionics. Any time the master is on, the avionics are on, regardless of avionics switch position. This issue has shown up twice when shutting down the plane over the last couple months. In the last 2 days (about 4 flights), it has been on solid. Seems likely to be the avionics relay. Should this relay be pretty easy to get a hold of? Any suggestions for other likely culprits?

This pretty well describes my exact sentiment and reason for asking the question. It's the "nearly" that keeps getting me thinking about doing it anyways. The only reason I'm still thinking about it is because it is so cheap relative to every other aspect of plane maintenance and ownership. In reality, we're talking about roughly $1,500 over the course of the TBO of the engine. Just as an example, say we sell with a mid-time engine. We've spent $750 in oil analysis. Ultimately, $750 is going to be lost in the "noise" of negotiations. Justifying oil analysis as a value-adder is probably a pretty weak argument. The conclusion that I'm coming back to, is that it's so cheap we just do it anyways.

I recently finished the 3rd oil change on our recently overhauled 201's engine. I collected a sample for oil analysis, and it's sitting on my desk. I'm trying to decide if I'm going to pay the money and send it off to Blackstone. We did oil analysis on every oil change with the prior engine. It provided no specific warning of our engine's lifter face coming apart. Readings from oil analysis were consistent over the 200-ish hours that we flew the prior engine. Ultimately, metal found in the oil filter and strainer made the decision to overhaul. I sent the oil out after the first non-mineral oil change. I'm starting to form the opinion that the oil analysis doesn't provide any benefit over a close inspection of the oil filter. The only cost justification I can come up with for oil analysis would be if the plane is worth any more money due to a history of oil analysis with every oil change since overhaul. We have no plans of selling the plane, but we are aware of it being an investment (good or bad). Keeping it worth as much as we can protects that investment. So...what's the opinion of MooneySpace? Does oil analysis pay for itself by way of adding value at resell? I'll also accept other arguments for why we should continue with oil analysis.

I'm not sure it's possible to get avionics work done without breaking something else in the process. Just the facts of life.

I've seen this happen in non-airplane applications. I've always seen V belts flip inside out when the belt gets overly stressed. Have your friend make sure the alternator bearings aren't failing.

Boeing YC-14. According to Wikipedia, only 2 were ever built.

This was probably my favorite to see in person. That tail was about 50 ft up in the air.

There's a B-36 on display in Tuscon at the Pima Air and Space Museum. I saw it in person last fall. There were a few awesomely large planes there. It was cool to be able to walk up to them and appreciate the scale of them.

An inline volume control is pretty common. I have one of these integrated into my custom in-ear headset. https://www.amazon.com/gp/product/B001P5HL3S/ref=oh_aui_search_detailpage?ie=UTF8&psc=1

This seems to be true about once a month. My larger than average head makes your percentage-based weight comparison even smaller. I've never felt fatigued by the weight of an over the ear headset, but I still prefer the couple of ounces over my nearly one pound Lightspeed Sierra's. I think my favorite analogy is to wearing pants. I can be perfectly comfortable sitting on my living room couch in pants, but I'll never be as comfortable as when I'm sitting on my couch without pants. It's a personal preference. We're lucky to have so many really good options. I'm glad to have learned to fly after it became commonplace for all pilots to wear high quality headsets.

One aspect I really like with an in-ear headset is that I don't have the creases in my hair (top of head and ear cups) like you do with an over ear headset. Looks like you still get that with this new Bose unit. I also really like not having the weight of a bulky over ear headset. This looks like they made the bulkiest in ear headset possible. They even managed to incorporate the head clamping function. I'm sure it's nice and works incredibly well, but for the form factor I think I'd prefer the A20.

My primary concern with trying to give my son audio is that I don't trust his judgement of whether or not the volume is too loud. The last thing I want to do is put him in a loud airplane and "protect" his ears with the ATIS blaring at max volume. At 3 1/2 now, he's still not quite at a point that I trust his judgement for that. I think at some point in the next year I'll be able to let him try having a headset. Once he has audio, I'm certain he'll have more interest in hearing a video on his tablet rather than listening to the radios.