bob865

Touche' LOL

And I've done that also. I started there, and that's how I found this thread that hadn't been commented on in 4 months. There are plenty of comments on the plusses and minuses of the bladder setup, but I did not find any comments on one being better in the sun vs the other. Thus my question. And with the thread title, "Tank seal vs Bladder" it seemed like the logical place to ask the question. If I missed that discussion, please link me to the thread/comment where living in the sun is covered. I would appreciate the read, that's why I asked in the first place.

No need to sell me on the perks of a hangar. When one's not available, one's not available. Last I checked, the airport has a waiting list measured in years. If I relocate airports to one with a hangar and have to drive an hour to my plane, it kinda defeats the point. I love to fly and own my plane but, at some point, convenience plays a factor too. I owned a boat when I was 20 minutes away from the lake. When I moved over an hour away, the boat was sold. With that said, my question relates to the decision of bladders vs. reseal. Does one present a better more durable option for a plane that lives outside? And are there any preventative measures that can be taken to extend the life or either?

One consideration I haven't seen is for those of us who tie down instead of hangar. Is taking the sun beating on the wing a consderation? I ask becuase my tanks are starting to seep when filled. We normally keep them around 18-20 gallons each side and they only seep when filled above this point. Makes me wonder if the fuel itself helps preserve the sealant. Also makes me wonder if I do a reseal, should I keep the tanks full instead of half full?

Bumping this post. Any new news on Propellerhead? My slight seeps are starting to grow up and I'm concerned they may start having kids soon. So it's time to start investigating repairs. Would love to use Wet Wingologists or similar, but this guys is MUCH closer. And considering I would probably only fly with half tanks due to seep on the upper part of the tank, shorter is better.

Mine is missing now. The flag is a good idea. When I get a new one I'll have add the flag too. I'm pretty sure I did miss the clear tube on the wing.

That did it! Changed the fuse and now all is working just as it should. If I had done that first, probably wouldn't have had to replace the clock. But now I have a clock, volt meter, timer, and at annual a temp gauge which is a nice improvement over the old analog clock. Thanks for the help!

It really needs to be connected to the ouput of a circuit breaker that is powered by the avionics bus otherwise you only have the protection of the upper bus circuit breaker. If you have an unused breaker you can tie into that and relabel it.

Hey everyone. The clock in my plane has stopped working. Well, not completely. It is intermittent. One day I go out and it is running fine, another time it's not. I assumed it was the clock itself since it was intermittent and the original mechanical clock. I broke my cardinal rule to check power first and ordered a GT-50 since I also don't have a voltmeter in my plane and my OAT gauge is getting flakey. Seemed like the perfect solution. Anyway, I got it installed today and it didn't work. I pulled out the old trusty meter and there was power. Plugged the connector back in and it came up but the volt meter but immediately showed 2volts. I pulled the connector and checked the voltage again and lo and behold it was 5-6 volts. So it looks like somewhere there is something loose. I cannot find the clock on the drawings to find out where we pull the always on power from. Does anyone know where the always on power comes from? Looking at the drawings, it pretty much has to come from a tap on the supply side of the main power contactor. With that said, where is the main power contactor?

Confirmed last night that it's my plane. The ILS works but I still do not get a glideslope. The Glideslope flag is gone, so I know(I assume since it is barber poled while tuned to a VOR) i'm receiving it, it's just not getting displayed. The needle stays centered. I'm off to find a radio shop to ground test the equipment to figure out if it's the radio, the indicator, or the wiring. Has anyone ever had an indicator fail? Can they be repaired/overhauled like gyro instruments?

Modern cells sites are only good for a radius of about 1.5-3 miles line of sight(making distance between towers about 6 miles depending on terrain). Also keep in mind, the antennas used are very directional. A typical site has 3 sectors with antennas covering about 120 degrees of territory and are typically oriented downward (also depedent on terrain). This is done so low power transcivers can be used and still reach those ranges. Think of it like ADS-B, unless you are very close to a tower, you aren't going to pick it up on the ground becuase the antennas care about users in the air, where a cell site is the opposite, they care about users on the ground. Your worst site reception, not accounting for distance from the site, is directly over the tower.

I would assume that since you can press the brake pedal all the way down, you have a blown seal in that master cylinder. That would allow you to pump fluid when there is no back pressure, but once pressure is made, it pumps around the piston in the master cylinder instead of into the caliper.

Have you put a volt meter on it to see if there is even power? You'll feel silly when you have swapped several and then check power to find out it was never there. Trust me. It's happened more than I want to admit.

I had a similar 'wing drop' when I was doing my transition training after I bought my Mooney. I can say, it doesn't take much off center to cause a significant wing drop. I was focused on keeping the ball centered as we approached a power on stall but not perfectly centered and then it happened. The left wing dropped away. Scared the living bejesus out of me since I was expecting it to fall straight forward like every other stall I've ever done. I recovered with no issue and we did it again with no issue. Long term, I'm glad it happened. I know what it feels like, and I know how to successfuly and reflexively recover in my Mooney should the worst happen again. The instructor wanted to do stalls on my BFR and I absolutely refused unless we had a good VFR day and could get really high. There was no way I was going to 'train' my plane into a crash. I can tell another story from many years go. I was flying again after a bit of a break. I was young and thought stall training was silly. Something that was done becuase you had to. I couldn't understand why anyone could/would ignore the evidence of a stall and do nothing. That's when it happened. I was on approach and was sinking a bit faster than I wanted to and without realizing it, I was holding backpressure on the yoke to try to slow ths decent slightly and the stall horn blared and I felt the shake of an impending stall. Without thinking, full power, nose down and go around. No issues other than stained pants (not really). I then had a whole new appreciation of 1) how quickly it can happen if you aren't dilligent, 2) how imporant it is to build the reflex to recover, and 3) how important it is to stay proficient, not just current.

I'll have to call around. We only have one avi shop on the field and they will never touch my plane again. I know one shop, about 30 mooney minutes away, that has a full radio shop so I'm sure he can not only test it, but tell me if its the radio or the indicator in just a few minutes if not fully fix it. I can dream of self tests and built in diagnostics.

There was a time early in development that wind turbines did consume more energy to build than they would produce in their lifetime, but last time I checked that is not the case anymore. As with anything, economies of scale prevail not to mention the improved materials available now vs 20 or 30 yrs ago. Now I have a question since this thread started debating leaded gasoline. What good does the lead serve? My understanding, as a young guy who never lived through the leaded generation, that the lead lightly coats the iside of the cylinder to make the valves seal better. What would be the harm in not using leaded gas in our engines? I had a '65 Ford Falcon that was built in the leaded generation that I never burned leaded gas in and it ran fine. My cherokee had the STC to run unleaded mogas and best I remember there were no changes except paperwork.

I was an old spark chaser in the marines on hornets. I got pretty good at that. LOL

That was the first thing I did when I landed. Per NOTAM, it's not out of service. Next time I fly, I can try another local ILS. I did check this when I bought the plane back in October of last year. I lined up on an ILS just to see if the insturments worked, and they did. So this a new development. My next step will be to take it to the avionics guy at Winnsboro. He is the most copetent local guy for doing actual avionics work and not just an install shop. I feel pretty sure he can bench test the stuff and tell me what part needs work. I was just hoping to do some troubleshooting before I go that route. Unfortuanately I honestly don't know enough about this system to feel super confident troubleshooting it. I generally like to know what is wrong before I ask any shop to do any work on anything. It tends to keep them from getting off in the weeds and in turn saves me a lot of money. Had to do this with the BMW dealership working on my fiance's car just this week. They wanted to cut open all the wiring harnesses looking for a 'problem' which was obviously a software bug. They weren't even sure what they were looking for, they just had no other ideas so they wanted to start looking for anything.

I've finally started my instrument training and last night we went to fly an ILS for the first time. I lined up on the localizer and..........no glideslope. The needle never moved off center. The localizer needle works fine. I had been tracking it all afternoon. Anyone know a simple way to test and see if it is the reciever or the indicator? I'm thinking about the self test that the garmin GPS have where they command the needles to half deflection on startup so you can see the indicator and the interface works. Does the KX-155 have anything similar?

Can confirm on the east coast too. We had a ATC panel with Charlotte, NC controllers last weekend and they confirmed they do not see ADS-B yet and have no idea when they will.

I e-mailed him about the 530w on this thread. He was asking $6k for the 530w he posted here about before he deleted his post and said he would only accept wire/bank transfers. Beware.

Those look pretty good. When you get that down to a science, I would be interested in one, or two I may or may not have a similar problem on one of my fuel caps.

Pull the knob for test/squelch and see if you hear static. You may not hear voice, but you'll know if it has an audio output.

Haha....Cut me a little slack, I was a brand new mooney driver then. (That was literally my 6th hour in the plane) It comes up much sooner now.

@Reid Thanks for the update. I hate to see they removed the E model from the list. I did notice when I checked the website this message at the bottom: "This list will be updated regularly as Garmin continues expanding GFC 500 availability to a wide range of single-engine piston aircraft. If you would like to express interest in aircraft models not listed above, please email Aviation.Sales@Garmin.com (your interest will be recorded, although not all messages will generate a response.)" So I did just that. I sent and e-mail asking that the "E" be added back to the Mooney list. Just throwing that out there for the non-"F" community out there in case you want to try to get our planes back on the list.