211º

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211º last won the day on August 31 2016

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About 211º

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    Full 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. LOP video

    I saw this last night. I agree - he explains it better than I’ve ever seen. Martin, Thank you indeed! Sent from my iPad using Tapatalk Pro
  2. Today's flight for 2018

    A nice 20° sunny day and afternoon. I missed sneaker to ground traction while pushing the plane back in the hangar though. Hangar doors frozen open also gave me pause... but the crazy dense air made it worth it. Sent from my iPad using Tapatalk Pro
  3. I'm trying to understanding oil pressure readings better. In my E, I understand that I have a mechanical gauge - where an (oil) line from the engine enters the cabin and connects directly to the oil pressure gauge. The pressure in that line directly deflects the oil pressure gauge to provide a reading. In the wintertime, when the oil is colder and thicker, I'm wondering how the oil in the line between the engine and my panel warms along with the rest of the oil in my engine. If the line were a loop of some sort, I would better be able to visualize its path of warming up (as it would be circulating along with the rest of the oil). But my current understanding is that it is a single line (much like a long flexible straw) that reaches my gauge. So, how is this oil transferred and heated up? Is it just the conductive property of the oil slowly warming down the long straw-like line? My larger question has to do with high oil pressure readings during cold weather - is the higher reading because the oil in the engine block isn't warm and "fluidish" enough or is the higher reading because the oil in the long tube/straw isn't nearly as warm and "fluidish" as the engine oil?
  4. Nice timing to read this, I just noticed this as a location of an annoying leak on the pilot’s side. Retightened and cleaned oil from area of rubber hose/metal tube return. Curious for next flight to see if the leak has been addressed. Sent from my iPad using Tapatalk Pro
  5. Here is a 66E. Sent from my iPad using Tapatalk Pro
  6. Flew for the first time in a while and was able to test the altitude hold and the HDG on the B-6 autopilot. I was quite happy to see the system hold altitude (after I learned the proper sequence to implement it). Test flight at 2,500 and it held within about 50 feet the whole time... except when I was testing the altitude hold and using and changing the HDG dial on the B-6. During turns, the system would lose about 200 feet of altitude (then gain it back after the turn). It seems that the AP HDG works when turning left, but has trouble coming out of the turn and trouble turning right, but is ok coming out of right turns. This leads me to think that there is an issue somewhere on the right side of the PC system. It’d be “nice” if it was simply the boot... and not a vacuum line that terminates somewhere between the firewall and instrument panel. Sent from my iPad using Tapatalk Pro
  7. Over the past couple of weeks, I've chatted with Cecelia and Kevin at Brittain quite a bit. Kevin gave me pointers on removing the B-601 panel from the aircraft. My hope was that there was something wrong with the unit and he'd be able to fix it and I'd be back in autopilot-business. We chatted after he bench tested the unit and told me that the unit was working fine (and nothing needed to be repaired). He then suggested that I use a voltage meter and see if I get a voltage between the ground and positive on pins 1 and 2 of the cable that connects to the back of the B-601. After several trips and hours upside down, under the pilot's side panel, I was able to find a 22-guage wire that was broken... and was then able to find its broken partner. Reconnecting these wires, I was able to get voltage back to Pins 1 and 2. Cecelia sent the (now cleaned and yellow-tagged) B-601 back to me. This morning, I reinstalled the unit in the panel and taxied around the 500-foot ceiling airport. In the run-up area, I turned the autopilot to Heading and turned the heading. Kevin told me that the system would turn the yokes/actuate the ailerons . And Whoop! The AP commanded a left turn. See the video though, I'm thinking through it, but is appears that I must have a vacuum leak for right hand turns as the autopilot returns to center, but is not pulled to the right (i.e., the left boot releases it pressure, but the right boot doesn't pull the opposite direction past zero/level). As I write this up, I think that I can narrow down the issues to a hose issue, boot issue, or valve issue by figuring out a way to see if the tail or possibly even just the rudder pedals move concurrently with the aileron left, center, right movement. AP_-_1.m4v
  8. My M20E has the B-6 System with Altitude hold. The panel (aka B-601) used to have the eyeball, but that was blanked out prior to my ownership. As I understand, there were two sides (two halves of a circle split vertically - each with a horizontal white line). As the pilot would pull the "Alt Hold" to turn on the altitude hold, he would align the floating, horizontal while lines to match up. I think that this aligned the pitch of the airplane to assist in (easily (easier(?)) holding altitude for the AP. This eyeball had two vacuum lines to it. I think that these vacuum lines now (ultimately) route to a pitch sensor (in my airplane) in the tailcone area - right under the altitude hold box (I'm still learning about how this works).
  9. This is the BI-201 Sensor. in my M20E, mine was mounted in the tail cone and accessible through the large pilot's side access panel. Although it looks rigid, it freely swing's back and forth.
  10. I'm learning more and more about the Brittain B-6 Autopilot system that I have. Since this is the longest thread, I'm going to post seemingly obvious things that I've learned here. To remove the B-601 until from the panel, see the attached pictures for some tips.
  11. M20E First Upgrade

    And a greatly reduced draw of current from the system. Nice. Did the same thing on my E. Sent from my iPhone using Tapatalk Pro
  12. All instruments going nuts

    If you go up again, I wonder if pushing up on the lower right or pushing right in the outside left side of the panel will create a “new shock mount” and fix the problem. Sent from my iPhone using Tapatalk Pro
  13. All instruments going nuts

    Do you have any old photos of your panel? It seems strange that the yoke-rod coming through the panel is not centered. If you have an old photo that shows that it used to be centered, this would cause me to think that a shock absorbing item shifted or failed in the panel mount. Sent from my iPad using Tapatalk Pro
  14. So far, I don't know of any real, financial, weight-efficient solution - except passive or active (or both) protection of the ears. Unless Mooney comes out with a pusher prototype - put all of the noise and vibration a little behind us.
  15. Today's flight for 2017

    Flew Cincinnati to Ohio State and back for Cross Country meet yesterday - 40 minutes in the air beats 2+ hours on the ground - even with a required Uber ride. 3,000 feet, 61% power at about 6.5gph. Added about 5 minutes to the flight. Altimeter was 30.41 - I'd never heard that high before - got several remarks throughout the flights as others were checking in.