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milotron

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Everything posted by milotron

  1. If I recall, the stock CHT sensor on the K is on #5, right hand side front. It might be sharing the probe well with the JPI sensor and will read low compared to it them. Did you have cowl flaps open? 11,000 and OAT of -2C is not very cold at all. Where were you? I have had cooling issues at 12k and above with my K, even with temps much colder than that, prompting more cowl flap opening than down lower. Just looked up in Flightaware ( because I am Canadian and we have to stick together...) What was your fuel consumed on that leg from Springbank to Regina?
  2. It is all about local geography. I often use my Mooney for work travel as I live on an island ( a big island, but an island nonetheless..) and about half of my travel requires an expensive ferry ride for 2 hours, plus waiting. I can fly there in 15 minutes. Also, most other destinations are smaller towns and commercial flights typically need at least one stopover, thus adding more time, pain/suffering. Factor in the security dance and Mooney is a no-brainer. Plus being able to operate on YOUR schedule is priceless. Like Hyett6420 said, the Mooney is a time machine.
  3. Funny how they replaced the old VOR/ILS rod antennae with that blade, or is that an antenna also?
  4. Hi Brad, what part of the plane is that first image from? Beautiful plane by the way....:) iain
  5. Thanks Paul, Mine appears to be the original from 1981. it is pretty rough, but Hector says he can repair it. Looking at it again, I think I am beyond just paint.
  6. Several of the glareshields in this thread have additional, round vents in the top, presumably to provide relief for the electronics underneath. Was this a factory thing? My K doesn't have these. I like the input on painting. I am reconsidering the ultraleather in favour of this. As a sidebar: The glareshield ( mine at least ) is very tight between the two pillars when coming out. Do you guys project the side pillars with tape or something when removing it? I get some paint damage on the pillars during this operation. I also need to increase the cut around the center post and add the filler piece, perhaps this will make removal/replacement easier and less damaging?
  7. The overall play in the rudder does to an extent reflect the play in the steering mechanisms and the rudder pedals. On mine you could turn the nose wheel 2-4 degrees and the rudder would not move. It was pretty bad. Until the nose gear retracts, that is what stops the rudder from moving back and forth without the pedals being actuated. I did the same thing as bluehighwayflyer a month or so a go and it made a huge impact on the steering squirrelliness on take-off/roll out and was also noticeable in less 'slack' or movement in the rudder. That tiny bit of play in the bushing of the steering horn translates to a fair bit of movement at the tail. Tremendous improvement on my plane. Until I started preloading both rudder pedals at touchdown, the plane would veer back and forth, scaring the begesus out of my transition instructor. I took him up recently to reinforce that it wasn't me...Straight, stable and smooth now.
  8. There is also one on Ebay that is fully recovered. I have dealt with the seller and he was very accommodating. Don't forget with aerocomfort you have shipping both directions...for me, in Canada this is a non-trivial cost.
  9. +2 for Aerocomfort. Going to get mine done there later this year, along with side panels.
  10. Fantastic info Dave! Thanks, that is the direction I was looking for. Wiring diagram suggests a connector or terminal there too. Hopefully I can isolate it and verify which end has the ground. Also glad I don't have to service the switch... iain
  11. Switch contact is doing as it should. It grounds the circuit under a stall event causing horn to sound. At least that is what the schematic shows. Assume that it is wired correctly. I will be chasing down 2) next. Just trying to figure out what routing it takes to minimize chances of breaking more interior plastics... iain
  12. Thanks. That is what I need to sort out now. Switch works fine; gear horn works fine; No other issues. I'll pull the side panel on the weekend and poke around some more. Ws thinking that maybe an interior panel screw jagged the wire or something, or maybe it is shorting to ground at the horn itself. Just glad I am not buying a crazy expensive life detector or trying to get that thing out to replace the microswitch. With the TKS on the wings, the two philips screws holding it in place are not accessible and there are two nuts bodged in the back with straps.
  13. Yeah, I don't know that I would do it myself either. Looking forward to see what comes out this year too.
  14. Yes, TKS and rain. The switch works fine. I put a meter on it and the contact shows as open, then closes when operated, so seems to be good. I gave it a shot of contact cleaner any ways as I had it out to clean the headphone jacks.
  15. Hi, It would seem that my stall horn has decided to stay on permanently. Only pulling the breaker turns it off. The stall switch changes state and appears to be functioning correctly suggesting that the wiring between the switch and horn is grounded to the frame somewhere. ( the stall switch completes the circuit to the frame/ground ) What route does this wiring go from the wing to the overhead panel? I am assuming through the B pillar just behind/beside the pilot, but I would like to avoid taking half of the interior apart to find this. Thanks, iain
  16. Anybody ever do a full G1000 installation? Probably cheaper to buy a plane with it, but thought I would ask.
  17. I had the same issue when I first got my K and put one of the plastic color coded things on the end of the key. That provided just enough extra cushion and leverage to make it not hurt anymore. While at it, I coded the ignition/door key red and the baggage key is blue. They are indistinguishable from each other without it.
  18. wow. Also not what I expected. Much, much more violent. Would it be safe to say that causes for flutter would be (somewhat) limited to excessive speed beyond Vne and deformation of airfoils due to icing? iain
  19. Thanks Ron, I didn't know this. Paul, same thing. I was expecting that adding those components would give functionality similar to the KAP140 with VS mode as as well as alt preselect. I am just as well to hold down the up/down rocker to get the VS at 800fpm that is does now. Maybe the Aspen and G500 give more functionality, but lots more $$. Mantra...be happy with what you have....be happy with what you have.... iain
  20. Are still seeing 2700rpm at those manifold pressure settings?
  21. Thanks very much jlunseth, This is good info. Mine is a 231 with 252 upgrades, so something in the middle; your airframe speeds are about the same, just different engine settings. I need to go through the MAPA manual again. Canadian CPL doesn't do the chandelles, but adds spins, and some slow (stall horn blaring ) steep turns. Spins will be in the clubs 172 thank you.... When I did the transition training getting the plane to actually do a power off stall required full flaps, gear down, etc just to slow down enough and stay in the practice area. Did you need to do something similar for your work? I suppose it is a matter of keeping the speed down for the training and check ride so we don't have to decelerate fro 160kts. At slow speeds like this were your running full rich? Full cowl flaps open I presume? With all of the effort we pay to running leaner mixtures, keeping it rich for these specialized maneuvers is not likely to cause harm, but doesn't feel right! I am thinking of the precautionary landing and other slow work. I note your comments on keeping speeds down and correct. I need to get these speeds sorted and the setup procedures in place so I can focus on getting the procedures correct and not spend all my effort and attention fusing around getting the engine setup. That aspect is somewhat simpler in the 172, but is nowhere near as stable as the mooney is, even at the lower speeds.
  22. Working on my Canadian Commercial very shortly. Anybody have advice for similar settings on a 252? Slow speed maneuvers, etc.
  23. So you are installing the GPS and Lynx at the same time? Just to be clear there is no VS setting, just ALT preselect, alert and levelling? BTW, I am more of an Omega guy myself. Had a G1000 in my DA40, and kind of prefer the steam gauges, to be honest. G1000 wasn't even WAAS....my G430W in the K has gives me more capability, but not as flashy.
  24. Lots of great flying to be had in this area. What airport will you be flying out of? Vancouver International is unfriendly to GA, so Boundary Bay CZBB , Pitt Meadows CYPK or Abottsford CYXX may be good bets.
  25. All ready for the invasion...I mean convention What is the story behind the D-Day stripes? iain
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