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About PaulM

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  1. There are a number of threads, (search for andoer) for a previous GSM only solution.
  2. Your friend should just go fly... the avionics shop can certify the transponder for ADSB performance with ground test equipment. The mode-c transponder needs its 2 year check. The check in rule airspace is only required for the rebate, it has no regulatory requirement. If the shop can't do a ground test then the pilot can get a performance report anywhere that the ground stations can receive the signal. Qualifying for the rebate requires the 30 mins in rule airspace, but none of that is a requirement for 2020 compliance.
  3. All of the long bodies should be the same, but there was a small interior change around 2006-2007 that added the integrated cup holders in the TN and R's.. Since the Bravos stopped in 2005 they wouldn't be affected. Just call them and get their opinion.
  4. My MSC says that is normal. The co-incidence of the elevator horns and the rest of the tail is equal only for a certain CG/speed combos. The Tail is always flying with a down lift force. I don't know if an aft or forward CG causes up or down horns.. I would have to find out experimentally, Check the amount of co-incidence with a forward CG and then with an aft CG. The way to think about it: (numbers made up) if at 150Kts, a perfectly even tail gives -200lbs of lift but the CG only needs -180lbs of lift for level flight then the tail at 150Kts must not be in the optimum position. it needs to shed those 20lbs. So you adjust the trim, and the tail and elevator are now not collinear. I suspect that the elevator deflection is in the opposite direction, as trimming the tail is the main equilibrium lift adjuster, and the elevator evens out in the opposite direction. therefore, forward CG, trim for more tail downforce, tail angles up, elevator angles down.. shows horns on top. The maintenance manual for my M20M lists that the ailerons and rudder are "tweak-able" for a low wing.. but that the elevator is fixed don't attempt to adjust it. ___________________________________ 27-94-00 - CONTROL SURFACE TRAILING EDGE NOTE Verify flight control rigging is correct before bending trailing edge. 1. Trimming. A special pair of wide nose vice grip pli- ers are to be used to bend the trailing edges as neces- sary (See Fig. 27-22). RAILING EDGE TRIMMING FIGURE 27-22 A. Aileron. To correct for a left wing-heavy condi- tion, bend right aileron trailing edge down; to correct for a right wing-heavy condition, bend left aileron trailing edge down. NOTE The aileron trailing edge MUST NOT BE BENT UP under any circumstance. Any deformed rivets must be replaced after trimming aileron or rudder trailing edge. B. Rudder. The rudder trailing edge may be trimmed right or left as required. C. Elevator. A full span tab is built into each eleva- tor trailing edge and is fixed 7 degrees (+/-) 1⁄2 degree trailing edge down. No further tolerance is allowed. ______________________________
  5. A G1000 will have the GMA1347 audio panel. Although the Maint Manual says that sidetone can be enabled in the GMA, it implies that the GIA63 com radio should be providing it... I'll have to look through the G1000 maint manuals some more. As far as I know this is all set by the manifest when the software is uploaded, and any changes would have to be done manually afterwards. Intercom works fine?..
  6. Check that the valve is actually fully closed in the aft avionics compartment. The cable can be loose and need adjustment. If it is the valve control and not the internals to the valve (you can add some o2 pressure to test the system) Then it doesn't need a rebuild. As for the purge and vac, I would leave that up to your mechanic's discretion, if you are close to needing they Hydro test, then that would include a clean and purge.
  7. I guess I'm wrong:
  8. I don't think the temperature sensor is for the 3GSM & 4GSM relay boards like above. The Temperature sensor was for the Andoer GSM (2G) 3 outlet CE approved device. That one has to use a Tmobile sim as AT&T shut down their 2G GSM network. Here is the original Andoer thread (or an early one)
  9. I use Tmobile.. $3/month with 25 mins per month... each TXT message is a min. Refill every 90 days. Mine is a regular GSM device and I had to switch to Tmobile when AT&T shut off their bare GSM network. T-Mobile® Prepaid 3-in-1 SIM Starter Kit SKU : 000000610214657411 $10.00 upon activation I did need an old full-size SIM phone to activate the SIM before I could put it in the device.
  10. I have never found a good use case for CWS since you have to already be in a horizontal and vertical mode before you can use it and there is no ROL mode from the panel. to engage you have to already be ready for either HDG or NAV and engage a VS or ALT mode... then use CWS. So I just use HDG, and spin the bug if necessary. If there was a "AP" ie roll mode.. or if CWS would enable the AP from a cold start, then it might be useful.. ie you take off.. set Vy, hold CWS until it engages. Instead I have the HDG bug set for the runway heading, take off, arm HDG... click VS, dial in about 700+ and I'm all set for cruise climb. Then remember to arm ALT capture.
  11. I always alternate batteries every flight. (Major engine start) We had a discussion at the MAPA PPP this September, the circuit to charge the second battery is not smart, it is only a single diode to each battery from the hot side of the master relay protected by a 5A fuse. If for whatever reason the "trickle charging" battery goes below a voltage where 27.3V will let it draw more than 5A, then the fuse blows and you are no longer charging that battery. If you alternate batteries, then you are guaranteed to charge each one when it is the selected master. You can only detect this failed fuse by either examining the fuses directly (there are 3-4 in the aft avionics area) or by checking the voltage on each battery while charging. The selected battery should be at 28.. and the second at 27... if the second is down at 24, then it isn't getting its trickle. You can also tell by switching to the second battery and if it starts pulling lots of Amps, then it wasn't "topped off". As for the OP's problem, I would want to know the serial# first as the lights and equipment that can drain the battery without the master enabled change from year to year. But if you zeroed the batteries they are probably shot, I have gotten years of good service from Concorde batteries, and have never had to use a battery minder. You can try and nurse them back to 24Vs... and then look for DC load when the master is off.. it could be a bad diode.. If it is a light then they are supposed to be powered off of battery #1 only.. but the 5A fuse is why Mooney says that if a battery is "Dead" it shouldn't be just started on the second battery, it should be charged up first. A start with a dead battery on standby will guarantee the circuit blows the fuse as soon as you engage the alternator.
  12. I learned in 1988 and the standard in the 152 and 172's was speaker and microphone. My father quickly bought 4 Sigtronics headsets and the 4 place portable intercom + PTT switch. I believe one of the earliest upgrades in the 172 he bought was a SPA-400 4 place intercom... and 4 headsets were kept in it for lease back, under the idea that it would rent out more often if they were included. So I would say that personal headset ownership was rare until the mid 90's. My friend was given a David Clark setup for Christmas of 1987 in expectation that he was attending Embry-Riddle the next year and would need it. We bought one of the early analog ANR headsets, and they worked but drained the battery quickly, and at that cost was only for the pilot to hear ATC better..
  13. You should of course consult an Aviation Tax attorney, but basically *Don't do it!! in CA*. CA will require you to pay the entire use tax if any part of the transaction is done within their taxing authority. They have levied the tax if you even met with the owner in CA flew out of state to sign the actual paperwork. TX has a fly away provision in their use tax as well as a incidental sales clause. I had no use tax liability when I bought my plane from TX. So you need either no use tax or a fly away provision... I believe that Oregon qualifies. You would still need to consult to make sure that any actions you direct about the plane (optional squawks?).. for example I paid for the IFR cert before picking up my plane.. would that have been enough for CA to claim I was exerting authority over it in their jurisdiction? Arguments can hinge on who pays the cost of taking the plane out of CA.. if you, then they can argue you are already exerting authority. They also just tax you and require you to argue against their claim, this often happens with the property tax that is levied if they find your plane at a CA airport when they do their tax survey.
  14. Don Kaye may chime in and say that he will usually train pilots to land at KPAO. (2400). (and while I was writing this he did) I've landed at KSQL 2600'. On the best day, I've pulled off a 3000' runway with a 50' obstacle at 1600'.. but that was very light, with a headwind. etc. When I did the transition training all of the fields were 4000".. you need to train with the lengths you want to use, when I first came home to 3000' with a 50' obstacle it took three tries. Finally hitting 1.3vso on final made it work every time, so 3000' at sea level is my "don't worry about it" length. Shorter than that will be calculated and have the approach/departure obstacles evaluated, and it will not be a full gross approach. Start at a comfortable length, and work to make it shorter safely. Get the flare closer to the numbers, with moderate braking turn off or stop and measure the length via google maps/foreflight etc. I know a Mooney part 135 outfit in NJ that picks up clients from a 2300' airstrip in an Ovation Ultra.
  15. I've found that it will unlock with either the sunglasses on, or the A20 on.. but not reliably with both. The algorithm just doesn't have enough datapoints to match.