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glenn reynolds

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About glenn reynolds

  • Birthday 12/14/1960

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  • Gender
    Male
  • Location
    Half Moon Bay California
  • Reg #
    N9624M
  • Model
    M20R
  • Base
    KHAF

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  1. I would not change the material from fiberglass for several reasons, Glass, kevlar and Carbon have all been around about the same amount of time, but carbon is "sexier" but not the right choice in this application, nor is kevlar. This part is made of very light glass cloth. This was done to allow maximum conformability. If you use a heavier weight cloth you will need to vacuum bag to get the right shape etc. you need to be an expert to pull this off in heavier weight cloth. details matter. The carbon can be much harder to work with and again, less easy to find in light weight. Kevlar is for high abrasion application or tensile strength applications but neither of those applications apply here so again, wrong materials. One major mistake is not using RTV when installing the lower half to the upper section (male to female overlap joint). The result will be fretting or vibration which chafes through the glass and puts silica into your oil. you will see this immediately in your oil analysis. the correct application is a finger wide thin film of rtv inside the female section on assembly so it's both airtight and vibration free. don't use too much or it will be too hard to take apart. I would focus less on the "fire" risk of polyester and worry more about the usability issues with novice folks using poly vs epoxy. Epoxy can be more forgiving in a tricky layup or for the inexperienced. The repairs take some care but anybody skilled with quality glass repair can do a nice job. sand and spray paint with high temp silver paint.
  2. I broke my leg so I knew I would not be able to fly for nine weeks. the normal humidity in my hanger is 97% so i purchased the black max. Of the two options: desiccant vs refrigerator dryer type (black max type), I did not want to have to dry the desiccant in the kitchen oven every month so black max it is. The machine comes with a choice of two sizes of hose "plugs" to allow you to put the dry air hose in either the oil fill/dipstick port or the crankcase breather. I started with the small plug inserted in the breather. On my Ovation, the breather is a tee fitting off the oil filler/dipstick and terminates above my tailpipe on the pilot side. The issue is that ALL crankcase breathers must have an ice hole. on my io550G this hole is too far up the pipe, past two bends so I couldn't get the dryer air hose and plug past the ice hole. while i considered taping the hole shut when the dryer is installed, 1) the hole is much too hard to reach with the lower cowling installed. 2) the risk of not removing the tape is too much risk. So option two: get a small step platform so you can stand and look down into the oil filler with a flashlight. you will see the tee for the breather (it actually sticks into the oil fill, which explains why you need a really skinny long funnel to make sure you put new oil BELOW the breather tee and not on your foot via the breather!) I am able to stick the smaller dryer hose plug into the actual oil fill which is below the breather connection. So far so good. I'll know in 1,500 hours if my efforts are successful!
  3. It is worth reading the manual very carefully. The pages in my pilot operating handbook had been very poorly photocopied so, very slow reading. I believe there are multiple failures which are all noted by a LED. 1) low pressure: dry membranes, dry panels, broken tubing, broken prop slinger, failing pump. 2) High pressure: clogged TKS filter My system used to take about ten minutes to prime, but after changing my filter $450 it primed this a couple of days ago, in about two minutes or less! I have experienced a broken prop slinger (CAV told me to build an RTV, vibration damping cone on the replacement slinger), Make sure your prop has been dynamically Balanced! I have had a nylon tube in the belly pull off. It seemed that the tubing shrunk so I replaced the section with new and don't forget the super exotic "olives" which only come from CAV. I had a filter clog. Make sure you always run the system every month and prior to a possible ice encounter. Good luck and CAV is very supportive.
  4. I had exactly this problem. Advanced aircraft in Troutdale or, a mooney service center explained that I was missing a diode on my alternator. The diode goes between the field terminal and the ground terminal on the alternator. It took about ten minutes to install and came with a diagram showing which end of the diode goes on which terminal. My Alternator has four terminals on the end. One is the output terminal and this has a large diameter wire and this is the output from the alternator. The second terminal is ground and this has a braided ground strap which runs to my engine case. The third terminal has a small diameter wire which is the field circuit. my field circuit has a couple amp circuit breaker which is what popped on shutdown. The diode gets installed between the field terminal and the ground terminal (which is of course the same as installing it directly to ground only much closer). The diode that Advanced Aircraft Services (503-465-2298) mailed me had terminals crimped on both ends and had been heat shrink wrapped so it was a really well done piece. Luke told me that he ordered a couple so he would have them in stock. Thus said, I don't actually know the diode rating as it was sleeved in heat shrink. They sent the diode in an envelope so you can get it super quick. I have the diagram at the hanger (in log book) so I can add a picture of that here after my next therapy season with the airplane.
  5. I'm considering replacing my O2 bottle with the smaller O2 when it comes due next year. That would mean I have already lost 25 in the nose and then about 15 in the tail for a decent weight loss
  6. I just had my 4 blade balanced and the engine is now silky smooth. Even my wife noticed how smooth the plane now runs. The part that gets me is the three blade prop I replaced had been dynamically balanced as well, so I wasn't expecting that much of an improvement. All the comments about faster response and landing braking are true. I now handle my prop control much more gently than I ever did before. I had a mechanic friend advise me that he has seen composite blades chipped by careless actions in hangers associated with maintenance so he insists that when I drop the plane off for service I leave it with blade covers to protect the blades. I made my blade covers from closed cell foam floor pads and so far so good,
  7. I suggest that you purchase a six pack of oil sample kits Prepaid - from blackstone lab. the kits will be in your name with your n number on the paperwork. I simply put the kit on the pilot seat on top of the plane key in the airplane when I drop it off. The kits come with a prepaid mailer and since you purchased them, blackstone already has your email address to send the report to. there are several oil analysis companies and it's hard for mechanics to stock sample kits from each of the vendors and then fill out the paperwork and get it to the post office etc. I keep both filters and oil and sample kits in my hanger, I fly for work and so having made calls to confirm availability, I often have oil changes done while I'm on the road.
  8. glenn reynolds

    N9624M

    its a 1995 Ovation with TKS and an owner who does way too much left seat time
  9. My ovation is also FIKA and for sure that eats about eight knots of the book speed. However I REALLY like TKS so no complaints. I also had a part time mooney mechanic who thought he was supposed to use the older style torque tool on the nose gear and that was wrong. I learned the hard way that one of my door panel rods was adjusted TOO tight! yes it sucked up nice, but it eventually broke the hinge. I disconnected the rod, swung the gear, then tried to fit rod and door and found it an inch too short. I really believe in doing this at a shop like dmax or wilmar
  10. I had a damaged gear door (it had been rigged wrong, too tight actuating rod, broke the hinge). the field shop removed the damaged door and the corresponding other wing door to keep the plane symmetric and I flew while the door was being repaired. I'm not allowed to say how I know, but DO NOT fly with just one door removed!
  11. Don, I don’t believe my model m20r serial -37 has a timer. Could I buy a timer from you. 24 volts

     

    1. Show previous comments  5 more
    2. glenn reynolds
    3. glenn reynolds

      glenn reynolds

      Glenn Reynolds 

      179 West Point avenue

      half moon bay, ca 94019

      209 603 5206 

       

    4. DonMuncy

      DonMuncy

      Glenn,

      I haven't forgotten about you. I Just got back in the country late Saturday night.

      I am having to get some parts to work on your timer. I hope you are not in a hurry.

      Don

  12. I liked your post, and agree with the concept of having a plan B or alternative. A couple of years ago I was cheerfully solid IMC with moderate icing at 8k. Then the TKS system failed. I learned later that I had blown a hose fitting in the belly panel so the system couldn't put out. In that case my plan b was simple: advise Air Traffic Control that I was no longer FIKA and needed an IMMEDIATE descent and would require deviations around the weather cells I had been flying through. Despite it being busy airspace (class b) ATC approved both and I landed 15 minutes later. In this case I had altitude below and warmer temps below and of course staying out of the worst of the weather were my outs. The TKS panel told me I had a failure which allowed me to take action before I was iced up.
  13. I absolutely use the speed brakes to slow the plane in turbulence. It’s fast
  14. I’m learning that it requires time and money. How MUCH of those two resources I still don’t know.
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