squeaky.stow

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About squeaky.stow

  • Rank
    Advanced Member
  • Birthday 06/24/1959

Profile Information

  • Gender
    Male
  • Location
    Barrie ON, Canada CNV8
  • Reg #
    CGKRP
  • Model
    M20K 252TSE

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  1. My EDM 830 was moved from the right side of the panel to the left some time well before I owned it with an extension harness made and installed by a now defunct avionics shop in (I believe) Florida. I spent the first year of ownership trying to figure out why my OAT, CHTs and Oil Temp were grossly inaccurate. Eventually discovered that the extension was all made of standard copper avionics wire which is an absolute no-no for thermocouple leads. Replaced it with a custom extension from JPI and all was good. They will build you whatever length you want, with the right thermocouple leads and connectors and the price is quite reasonable. Mark
  2. Just went through the same thing. Contact Bob Weber at webairconsulting.com It’s a fairly easy and cheap to fix if it is the same problem as mine. The clue is that the autopilot works if you hold the switch in the on position but it won’t magnetically latch in place. Bob can talk you or your hangar fairy through it. Mark
  3. A quick endorsement for Savvy Analysis. (Is that allowed here?) As usual I ended up spending money trying to save money. Being too cheap to sign up for Savvy’s analysis service, I put in a new spark plug and had the leads tested. Didn’t help, but at least I have a good spare now. Broke down and paid for a year of analysis. Worth every penny. Paul quickly identified a probe issue and it turned out to be simply some damaged insulation on the #1 EGT. All EGTs now showing smooth and steady. It’s also nice to have the peace of mind that my engine data is being monitored for any trends or tell-tail signals that I would not be “savvy” enough to spot on my own.
  4. Thanks for this. I will get the plugs and harness checked ASAP.
  5. https://www.montaguebikes.com If you prefer full sized mountain or road bikes, this company makes a high quality range of folding bikes with standard sized frames and wheels. Two of them fit perfectly in my K and can be unfolded and ready to ride in less than a minute
  6. Plugs are Tempest Fine Wires with about 50 hours on them. Data rate was set to the minimum for the EDM 830 as per GAMI instructions. 1 second, I think. LOP mag check was done for close to 30 seconds each mag. Interestingly, the #1 EGT seems to smooth right out during the mag check. I will definitely be having a close look at the #1 plugs and wiring.
  7. Anyone care to speculate on what is happening with my #1 EGT? (Red trace) Did a GAMI sweep on May 26th. Here is the link: https://savvyanalysis.com/my-flights/1006777/6596b159-77cc-4efd-b944-8816ae00849b LOP Mag test starts at about 00:37 John-Paul at GAMI says my overall spread is .3 GPH. I only leaned to about 40 LOP as per GAMI recommendations, and it was still running quite smoothly there. Is that an EGT probe issue or is there more going on? EGT fluctuations seem to start once I get on the lean side of peak. If it was a bad probe, I would have thought it would be continuous. Here is a close up of one of the sweeps:
  8. Hi ESPN168, Not sure how far along you are in the plane search, but since you are Canadian I thought I would touch base. My 252 is based in Edenvale and if you are trying to decide between a J and K, I would be happy to show you mine and answer questions about the K model. I use mine to fly between here and New Brunswick, a little over 600 nm which it can do easily non-stop. I have the long range tanks, but rarely use them as it really limits my payload and I don’t like sitting in the plane for 5 hours or more. I love my 252 and planned to keep it forever, but my wife wants the security of a parachute so I am now looking for a Cirrus. The Mooney will be going on the market probably next spring. J and K are similar to fly but the ability to top most of the weather is a must-have for me. That’s where the turbo really shines. I will never own a normally aspirated airplane for that reason. The extra speed at altitude is just a bonus. If you plan to do Toronto to Caribbean flights, I would certainly recommend a turbo. Regards, Mark
  9. $3-4K Canadian = $2.2 - 3K US at today’s exchange rate. Just about what the OP paid. Sounds like our little free market is working just fine!
  10. How do you know if you bought a good airplane? If you are heading home AFTER a Don Maxwell annual and you are smiling!
  11. Tim, I had a similar problem with my AHRS light illuminating after a couple of hours and the A/P kicking off. My avionics shop called Aspen and the Aspen rep had me go to a diagnostic page and take some pictures of the display. One of the gyros was drifting beyond tolerance and the PFD display unit had to be replaced. (These may not be the exactly correct technical terms for all of you avionics gurus, but you get the drift. The little doohickey was all cockamamie.) Not necessarily the same as your problem, but there is a lot they can diagnose without a shop visit. Regards, Mark
  12. I never did look into the legality of cutting a slot for the antenna. The only reason I was considering this was as a low cost temporary solution while I waited for Dynon to come through with an STC. I have now realized that will take years if ever, so I am going straight to a 1090 transponder and whatever else I decide to do to the panel all in one shot.
  13. Unfortunately that would be a show-stopper for me. My Aspen with EA100 has Flight Director, GPSS, full ILS or GNSS approach guidance through my KFC. As much as I would like to get rid of the steam gauges and go to a 10” display, I am not willing to give those features up to get it. Looks like the TXI is still the only alternative, so I think Aspen is still safe for a while.
  14. Correct me if I am wrong but as cool as this looks, it won’t drive my KFC200, or any other non Garmin AP, in approach or GPSS modes according to the fine print. My Aspen can. They list all of the “compatible” autopilots but all have a little superscript ‘1’ beside them except the G500. Then this: ¹G3X Touch will not support display of flight director (FD), autopilot modes or annunciations for non-Garmin autopilots. Consult your Authorized Garmin Dealer for more details.
  15. Creekrat, One thing your son needs to know up front is that the ONLY reason to go for a career in aviation is because he loves to fly. If he wants certainty of a high income, he should be looking at a more predictable career path, but if he really loves flying, tell him to buckle up and hang on because he is in for a wild ride. Things have never been better in the airline industry, but it is hugely cyclical and there will be both good and bad times to come. I have been incredibly fortunate to have experienced most of the aviation spectrum in my almost-completed career, from instructing and bush flying to small regional, to military and corporate aviation, and finally a major airline, so I have experienced the pros and cons of most of these career paths. I have loved every minute of it but there have been a few times when I wasn't sure if I would still have a job in the morning. The military is not for everyone, but if he wants the kind of flying that civilian pilots can only dream about, training that is second to none, and the enormous sense of pride that comes with serving his country, it is worth all of the hard work and commitment As a pilot, he will always be employable, but one failed medical can bring that to an end so it is good to have a backup plan. That’s the biggest argument for getting post-secondary education. For what it is worth, I was one of those impatient 17 year olds who didn’t want to wait until after university to start flying. It worked out for me, but only because I was able to continue my education part time while flying. Income is less predictable. I can afford a pretty nice Mooney now, but only because a) I am a Wide Body Captain at the top of the food chain, and b) I have the world’s greatest wife, who lets me spend my kids inheritance on airplanes. But for 35 of the past 40 years my average income was pretty middle class. I think most of the professional pilots on this forum would have a similar story. Many worked their ways up the seniority ladder for decades only to have their company and/or their pension disappear just when they were getting close to the big paycheque. If your son is serious about following his dream, he may never be rich, but he will have a career that most people envy and when they tell him that, he can look them in the eye and say “It sure beats working for a living!”