211º

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211º last won the day on August 31 2016

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About 211º

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    Senior Member

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  • Gender
    Male
  • Location
    KLUK Cincinnati, Ohio
  • Interests
    Aviation, Reading, Photography, Technology, Space
  • Reg #
    N6061Q
  • Model
    M20E

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  1. Nothing to apologize for. How often do we get a taste of the simply joy of a kid and a new experience when we’re adults? Enjoy your Mooney. I still have to apologize to my wife after an excellent flight - apologize because I’m talking animated and happily while to her it is kind of just another flight. However to me, I’ve again slayed gravity and mastered great circle routes. Sent from my iPad using Tapatalk Pro
  2. That is a good read. Thanks much. I also appreciated seeing the photo with slivers in it - lots of slivers - just as a comparison of how bad it could be.
  3. I've always thought that (for the most part) flecks are (relatively speaking) normal wear and tear - unless there is an amount that could be seen/gathered in a teaspoon. And slivers are pieces of metal being shaved (stripped?) from the cam-shaft and indicate that the cams are getting past the very hard (and thin) protective metal/layer. I'm open to hearing more/other opinions.
  4. My wife gave me a GoPro for my birthday... so I've been making some videos. This short-ish video shows what I do once I get the actual filter out of the filter casing.
  5. @Lawyerpilot, the poor-man's way to check PC and Autopilot systems (maybe you have a tweaked system that uses different parts - it seems that there was a lot of transition between 65-66-67 production. PC System: when taxiing, push one rudder, the aileron/yoke should deflect in the other direction. If it moves in one direction or the other only, that is a pretty good sign as it implies that the PC system is working but that there is probably a vacuum leak somewhere. Autopilot: On the ground when the aircraft is running and vacuum is flowing (maybe a little higher than 1300 on the RPM), turn the auto pilot to Heading and turn the heading bug on the BI-603 to 90° left and right of the direction that your plane is facing. If the autopilot is working, it'll deflect the ailerons/yoke toward the heading direction.
  6. @Lawyerpilot, regarding the BI-603 and checking its operation, see the attached Brittain document 11968-1. (FYI, there is also a 11968-2 document that has to do with altitude control - the document naming convention was a bit confusing to me as initially I thought that "-2" was a revision of "-1". I've also attached the "base document" 11968 that has to do with just the PC system. Finally, I've attached the 11971-9 document as it shows the entire B-6 installation (I think our installations are (if I recall correctly) the B-2B installation, but they are very similar - I think the the only difference is that we don't have the eye-ball leveler in our BI-603 unit - it is blanked out. MM 11968-1 Mooney Nav-Coupler-Heading Lock Operation and Service Instructions.pdf MM 11968-2 Mooney Pitch Control Operation and Service Instructions.pdf MM 11968 Mooney PC Operation and Service Instructions.pdf 11971-9 Brittain B6 Installation Instructions coloredIn.pdf
  7. @Lawyerpilot, I am editing this on the fly a bit and hope that it'll make sense. The first thing that would have helped me a ton is to think of the Positive Control system and the autopilot system (the BI-603 and its components) as two separate systems. If you can get the PC system to work, you will have the "poor man's autopilot" system working... and that will create the your first smile as that system does a pretty good job at reducing pilot workload and confirming wing leveling in IFR conditions). Once you get that working, then as you move on to the checking the actual autopilot, you'll get a bigger smile as (say) you get even just the heading function to work). I think that you and I have the same system for direction control - my BI-603 has a pull-button for altitude control too (but that is just a pneumatic switch (no electronics). Autopilot: I think that I have a manual to check the BI-603 to make sure that it is receiving power and is in working order - it involves sliding the unit out a little bit and then checking voltages while in different autopilot configurations and/or using the heading bug. PC System: I think that you were the person asking about directional control - there is a "roll trim" button above the clock on the yoke that balances the aileron input from side to side to compensate for passengers or asymmetrical fuel loading/use. I'll find and post a photo of mine. I've heard that some units also have this mounted on the panel. PC System: Also on the yoke, you should have a pressure relief button on the left hand side. If/when you open the clock panel on the yoke, there should be four 3/16" vacuum tubes. One goes to the pressure relief button and three go to the roll trim button. (on the pressure relief side, one of the nipples doesn't have a hose attached to it - it is an open air line. I'm guessing that this is where the pressure/vacuum relief air comes from). PC System: About your photo with the two Ts and the red and green lines going to them, if we talk about just (say) the red line. From that T, one red line goes all of the way back to the ailerons (ultimately the left wing) and rudder servo (there is another T here at the baggage area). Attach the vacuum tester here (at the front T area) to this line to check a whole part of the system (not just the vacuum hose from the baggage area to the aileron and its servo) but (a) the red vacuum line left of the pilot behind the side panel, (b) the T at the baggage area, (c) the line from the baggage area to the rudder servo, (d) the rudder servo, (e) the line from the T to the aileron, and (f) the aileron servo. If you can hold 5 psi, you have much of your path solved. PC System: A second line from that T goes to the Pilot Valve (I don't know what this valve does, but a line goes there). PC System: The third line goes to the Rate Gyro (not the Remote Gyro). This Rate Gyro also has an adjustable "stem" on it that can balance the vacuum system between left-level-right (10" Hg - 0" - 10" Hg). This stem is not adjustable in flight or with any frequency as it is Allen-wrench tightened. I'll find a photo of mine looking up from near the rudder pedals (my hunch is that you may be missing this piece). Dave PS: I may have portions of this wrong, I'm a guy trying to pay it forward as Mooneyspace helped me learn about and tweak the systems over the years. As @carusoam frequently states "Dammit Jim, I'm a pilot not an airplane mechanic" - or at least I hear that every time he adds his disclaimer. First Photo: bottom of the Rate Gyro. (there is a strong warning in publications - don't ever adjust the slotted thing, only adjust with the stem). Second Photo: Behind the clock on the yoke. The Roll Trim "button" with the three 3/16" lines attached. The relief valve line and its open nipple are visible in the back. Third Photo: another view of behind the clock/valves. Fourth Photo: My BI-603. Fifth Photo: Another view of the Rate Gyro. Look in the 11968 Manual for a side view of this gyro.
  8. In the back you should have the larger elevator servos only if you have altitude hold on your aircraft. You can also differentiate the elevator servos as they have yellow and blue vacuum lines going to them. There should be two same-as-size-as-the-aileron servos (BI-706) back there connected to a red or green vacuum line.
  9. The cans and rubber are the same. The one with a cable was used in the tail cone for the rudder. The ones with chains are from the wing for the aileron. Sent from my iPad using Tapatalk Pro
  10. Westbound - 6k or 8k Eastbound 9k Southbound 6k Northbound 7k or 9k Although I might go higher if the winds are really on my tail. It is a compromise between fast and O2 saturation. I recognize that I am a little more tired after a high flight. Sent from my iPad using Tapatalk Pro
  11. Heavy duty ziplock bags. Big ones and medium ones. For oil filters, to sub-sort tools, and for just stuff. Sharpies too. Sent from my iPhone using Tapatalk Pro
  12. On my flight from Cincinnati Lunken to Downtown Kansas City I passed 200 hours in 12 months! A first for me... by a long shot. And since the Mooney was in the shop until August 4 last year the hours will keep racking up with nothing coming off the other end of about 5 more weeks. This Mooney stuff is quite awesome. A photo of me yelling 200 hours at the GoPro.
  13. @Andy95W That is perfect! Now to lay-out a key/legend for coloring in on the iPad - if I get it done, I'll repost. Thanks much!
  14. All, feel free to correct my logic. To better understand my engine and its operation, I'd been searching for a solid analogy between a manual transmission car and the Mooney's RPM/MP. While reading Fly the Engine by Kas Thomas, I found the attached highlighted text. I'm posting this here in case it is of interest to anyone else. RPM is to the gearshift as MP is to the accelerator So, trying to climb a steep hill in 3rd gear at either a slow speed or without enough accelerator input is going to cause the car to "lug lug lug"; trying to ascend a thousand feet at (say) 2500 RPM and 18" MP is going to cause the Mooney to "lug lug lug" And, On the interstate, I cruise in 5th Gear at a lighter push on the accelerator; but I could cruise in 4th Gear with a heavier push on the accelerator to get the same speed and that would make the engine hotter On a cross country cruise, I can cruise at 2,700 RPM and 20" MP; but I could also cruise at (about) the same IAS at 2,400 RPM and 23" MP and that would make the engine hotter.