• Content Count

  • Joined

  • Last visited

  • Days Won


211º last won the day on August 31 2016

211º had the most liked content!

Community Reputation

196 Excellent

About 211º

  • Rank
    Full Member

Profile Information

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

Recent Profile Visitors

1,492 profile views
  1. From talking to Jerry a long time ago, I think that the altitude chamber and trim chamber are the two black boxes that are stacked in the tail cone. Mine (and many) have CCW and CW marked on them. But alas, I do not know which is which. In that same conversation, Jerry noted that the altitude hold sometimes wouldn’t work too well because pilots can still descend with the altitude hold on... just over power the system like we do when turning without pushing the yoke button. That descent without turning the altitude hold off stretches the two diaphragms. After looking at the pictures it looks like the altitude hold is the one on the bottom.
  2. I’m curious to hear about the outcome - even subjective data - of your experiment. #TheScientificMethodRules
  3. Let us know which path you use. I want and need to knock mine out and am going to call GATTS tomorrow to see about scheduling windows. I need some self-induced urgency to push my written forward. Sent from my iPhone using Tapatalk Pro
  4. In my searches, I’ve been quite surprised at the loss of vacuum in connection points. Especially the t’s in the baggage area. As a check you can remove the t’s and insert the correct size outer diameter rubber or nylon tubing that matches the plastic (red and green) tubing’s inner diameter. Connect the hoses from the front to the wing hoses. This also has the benefit of keeping (the highly probable leaking) rudder servos from the test. Then go taxi the airplane. As you push the right rudder the turn coordinator should deflect and cause the ailerons and yoke to turn the opposite direction. (This should occur with or without the rudder hoses connected) My Occam‘s razor list of most likely issues: Thumb button - go to Home Depot and buy a pack of rubber washers for $5. Replace both washers on the thumb button. 30% chance that this will fix vacuum issues. Rear/rudder servos. They’re behind the battery in a caustic location. Before contorting your body and scarring your head, remove them temporarily from the equation as noted above. After you disconnect these lines, get a hand vacuum pump from Harbor Freight and try to vacuum the lines to 5 psi. With any luck after 20 or so pumps you’ll begin to see the rudder or aileron deflect. If it deflects and holds 5psi, smile as that part of the system checks out. If all four lines check out, I would think that the T is leaking. When they’re off, try to plug two ends and suck on the third. These T’s always feel like they leak. I think that these T’s and the connectors are highly suspect in any system. (And relatively easy to swap out) No need to try to test the red and green lines that run to the front as they’re connected to a filter and won’t seal. If the wing servos lines don’t deflect. I’d look at these third. The boots are probably leaking. I ended up buying new servos as I couldn’t get them to seal well with re-taping. I don’t think that I have the knack. Fourth the rudder servos. Same as wing servos but a different contorted challenge. If you have altitude hold. It is separate from the green and red tube system but it does share and use the vacuum. Right now, I can hold altitude or hold heading, but not both. I think that my altitude box in the back has a slow leak where a line should be plugged. That minor leak has the benefit of making me wonder which part of the autopilot is better - heading hold or altitude hold. The PC system still works in altitude hold, so I frequently lean toward flying with that... unless I’m flying through falling pressure, at that point the airplane constantly tries to climb and needs resetting more frequently. Dave
  5. I have a few profiles set up in Foreflight for my 20E. Right now, they are based on ROP, LOP, and/or book numbers. While hangar flying and looking at the differences in winds, I wondered about using a low-altitude (3,000') profile, a mid-altitude (say 7,000) profile, and a high altitude (11,000') profile. I think (but am not certain) that FF uses TAS to calculate time en route and fuel burned - so if at all three altitudes I flew an IAS of (say) 150mph, I'd use 159mph (106%) for 3000', 171mph (114%) for 7,000', and 183mph (122%) for 11,000 feet. I'd do this to be able to quickly change the altitude and profile to see what kind of difference there would be to total fuel and time en route - I realize that this might save only 10 minutes and a few gallons on a 400sm flight, but I'd just like to solve (or hear other's opinions). - Dave (Cincinnati Lunken)
  6. No video is available yet... but I will try to put all of the steps and some of the different helpful documents together in one package. Sent from my iPad using Tapatalk Pro
  7. After about 30 months of tweaking, learning, swearing. After having my hands and arms in both wings in convoluted manners, after sucking and blowing on different hoses and connections. And after using a vacuum pump many more times, Oh and also after reading so much on the internet and MS, I’m happy to report that the PC system, the altitude hold, the heading bug, and the tracking to the GPS are all now working on Queenie. It was never that difficult to hand fly from Cincinnati to Tuscaloosa or Kansas City - but I think that it is going to be less tiring now. If you have this system and want to talk any of it through, please free to DM me. I might be a useful resource and would not mind paying some of Jerry’s, Kevin’s, and Cecilia’s information forward. It is a good, well-designed, simple system.
  8. I like the E a lot - I have an E with the johnson bar, and (I'm guessing) the same auto pilot and altitude hold. To use the altitude hold, trim the plane to near level, then pull in the button out. It may cause to the nose to go up or down - retrim it level flight. In talking with Jerry at Brittain several years ago, he said that sometimes, the servos (the rubber, nuematic system) stretches out a bit and you have to retrim. After your trim, pull the button on the left hand side of the auto pilot panel and you should fly fairly level. You can test the system by pulling the yoke back to climb a couple hundred feet. When you let go, the plan should settle back down to the original altitude - this should work if you descend a few hundred feet too. (And it is ok to overpower the altitude system). Also the altitude hold and "steering" auto pilot are plumbed separately. In other words, you don't need to turn on the auto pilot and follow a track to hold an altitude. If you fly through a significant barometric change, the system will hold the previous baro's pressure altitude, so you many need to adjust.
  9. I stumbled upon this thread and it caused me to get my non-favorite Halos back out. What a difference it makes to know that the mic needs to be directional! I’m not sure how I missed this in the instructions, but I’m so glad that I still had the Halos after I read this thread. They are now my go to headset - easily. My passengers can now wear the DC 13.4’s. #ThanksMooneySpace
  10. We have a monthly IMC club at Lunken that I attend. It’s purpose is to learn from other pilots and situations (kind of like “I learned about flying from that” in Flying magazine.) Frequently, when reviewing the incident we mention that “we wouldn’t have done that” or “why didn’t he ask the controller for help” or “why didn’t he declare an emergency” While the tips and tricks are educational and useful, I am slowly getting the idea that more than the tips and tricks, we are training ourselves that declaring an emergency is ok and might be quite useful. When preparing to land yesterday, the Johnson-bar gear “felt weird” when deploying. Instead of just pushing it out of my brain, I mentioned it to the controller and asked for a looksie from the tower via a low approach. It turned out to be a non-event, but I think that the IMC club training helped train my brain the ask for help.
  11. I flew from Tuscaloosa to Cincinnati yesterday. I think that it was the Memphis or Indy center controller specifically ask three planes up in the flight levels about icing. She received three responses Rime ice reports that she then included in her hourly hiwas announcement. I wondered if she was a pilot as well as a controller.
  12. I bet that it is the extra s in the url as each time it’s wrong, all of the correct digits are there but the wrong day eg 20190120 and 20190201 have the same digits but the order is wrong. Sent from my iPhone using Tapatalk Pro
  13. Always another couple of photos to share - similar views that all of us have... so I guess more than anything just pushing a pin in the ability for us to travel over maps and through time. I'm always amazed and grateful for the time machine.
  14. Has anyone else noticed the Foreflight's MOS has the dates jumping around quite a bit? At first, I thought it was just that I needed to reboot my phone's app. Now, I see online that the same thing is happening - instead of showing the MOS at 3-hour intervals, it jumps back and forward in time to show old/out-dated MOS ... and then will jump forward to the correct date.
  15. This is one thing that I like about the EDM and also about Mooneyspace - learning what the EDM is showing and then seeing real world what those measurements mean. Thank you very much for posting.