PaulM

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About PaulM

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  • Location
    1N7 NJ
  • Reg #
    N98JT
  • Model
    M20M
  1. I think that this has promise. https://www.surefly.net/products If/when they get the STC. The e-mag looks interesting as well.
  2. Yes, if you look at the diagram in the POH the Mooney parking brake is a valve between the rudder pistons and the brakes, so it holds the pressure that has already been applied. Cessna's current pull and turn system works differently and pulls the rudder pedals forward via a cable.. and the turn just locks it into place. I just checked and older Cessna systems were just hydro locks like our mooney.. I seem to remember that the 172N we had (1982) was the newer system.
  3. I ordered this 12v unit.. I'll give a pirep after it comes in: https://www.amazon.com/gp/product/B01EMXSIR2/ref=oh_aui_detailpage_o00_s00?ie=UTF8&psc=1
  4. The report looks good, and the SDA is 2.. so that should provide the TIS-B rebroadcast data. What does the "status" ADS-B page look like in Garmin pilot? https://www.pilotsofamerica.com/community/threads/ads-b-in-tracking-own-aircraft.77805/ It has lines for ownship detection. that data should match your transponder + N#. (I'm a stratus 1+ foreflight user)
  5. The report says that he is IN "DUAL" which is the proper configuration for a GDL39. so the ground should be feeding the TIS-B traffic in his hockeypuck. It says Link version 2. No matter what, if the ground station receives an ADSB-out signal in the air the ground stations should send the TIS-B data out for that 15NM puck. (I suppose if you said adsb-in *None* then it wouldn't).. I think there is a more verbose copy of that report that you can query (Please send it) . I would suspect that if the air/ground determination is off that could affect it. "The antenna icon shows a red X." That implies that you are not receiving any TIS-B traffic... from anyone. you should see TIS-B traffic around any ADSB-out target that is in contact with the ground station (not just you) . a GDL39 doesn't just see your TIS-B traffic... it sees any TIS-B traffic being sent from that tower.... but the tower only broadcasts hockey puck's that it knows of. are you getting FIS-B weather?
  6. Back about 25 years ago I designed multichannel A/D systems for 4-20mA & TC work for general scientific datalogging. We used a platinum RTD at the reference junction, the issue isn't really cross board drift. the TC voltage differential is from where you switch from the common materials (copper) to the dissimilar metals (K, J etc) Therefore that is the back shell where the K wire is terminated into the copper pins. I would have expected the probe at the back shell to have been an RTD.. but the maint manual says that it is a K TC.. which implies that the GEA 71 has another internal reference (probably a silicon chip near the A/D), and actually has the Yellow/Red K type wire internally to just measure the refrerence point. Inline splices all depend on the temperature gradient across the splice, critical for precision work but not significant with 1500F. The airplane installations that I have seen all have one splice between the airframe wiring and the probe. If the connectors are the proper metal, then it won't be an issue. I am leery of the temperature compensation in the older analog modules.. often the EGT gauges wouldn't be compensated and that is why they are just calibrated to a peak, but I assume all of the modern digital systems get the compensation correct and are accurate to a couple of degrees.
  7. Since Don has a MVP50 it isn't the temperature compensation circuit. The G1000 uses a K thermocouple for the reference junction. I would go with the fuel getting colder and therefore more dense.. That enriches the mixture, which would lower the TIT and allow further leaning.. I will check on the next long flight if I see differences. The flow meter expects a standard density of fuel. Jets measure in lbs for this reason and their meters are mass flow devices.
  8. Don, Is your TIT gauge the original Alcor dial, or do you have a JPI digital system?
  9. Thermocouples are very reliable... if they are bouncing, then you have a bad connection in the wiring harness (CHT fluctuating).. as for the TIT probe.. check it is properly anchored, and connectors are clean/solid... (I had them bounce.. but not read so low). (pilot side, you can see it with just the upper cowl removed. ) the MP/prop/ fuel rates are on the pilot's glare shield & POH. From the POH: 32/2400 is 16-16.5... but I would assume your TIT probe is out of place but can measure peak.. so when it peaks you are at the max. 18Gph is rich.. but if the CHT's aren't complaining then you aren't too hot. I wouldn't have a problem with 15.5 at 21/2400. but you can run rich as long as the CHT's are not going high.. it is just fuel.
  10. Yes, I just ran into that... I think I'll have to find an old 2G full size sim phone... (or go to the store) my only one on hand is a original iphone locked to AT&T. I passed on my original omnipoint-->Tmobile GSM phones in 2001. Tmobile said they were specifically targeting Iot services since AT&T started the shutdown.. but obviously aren't really there for support.
  11. The t-mobile sim arrived, and worked without a problem (well, I had to call them manually to get the new phone# since they assumed you would be putting it in a phone and could just dial #NUM#. ) So, we are back online until 2020.
  12. You can run a copy of windows in a VM like virtualbox. Rumor is that the latest software for the WAAS G1000 (.34) features the geo-ref NOAA plates. I've been using the PilotPak USA on the G1000 and the mac download software, and my only issue is that I have to manually delete the old NOAA charts to clear space on the SD card before downloading the new set (MFD card only)
  13. That does look like the correct temperature probe for that unit, but it isn't a thermocouple.. It will be a RTD and I see 3 wires in the pictures. My AT&T sim went offline at 12/31/2016..(and reception had been really spotty the last 6 months as they took towers off line) So I have a t-mobile sim on order.
  14. ok.. we see that the batteries in the rocket are stuck way back there and need that magic battery board to access... are there any 12V locations in the rear? or is is cabled all the way to the front master relay?
  15. We don't quite understand this... if you are attaching it to the GPU port (in the old front battery compartment).. then the run to the battery is long now... a shorter run from the battery to the hat shelf or anything back there would be better... it will work from the GPU port.. but a shorter run (counted from the battery terminals to the charger) is what you want. The length of the additional wire must be added to the length of the wire from the connection point back to the batteries. Also.. you mention dual batteries?.. are they switched bat1/bat2? like the long bodies or are they hooked directly in parallel? 6' of charger wire is better than 2' of charger wire and 12' of airframe wire. Are there any vents/ports in the rear of that plane that could be used?.. Since it would be a K conversion I don't know if there was an o2 door in the rear.