Jump to content

Fysiojohn

Basic Member
  • Posts

    10
  • Joined

  • Last visited

About Fysiojohn

  • Birthday 05/15/1969

Profile Information

  • Gender
    Male
  • Location
    Arlington, VA
  • Reg #
    N6811N
  • Model
    '68 M20C

Recent Profile Visitors

827 profile views

Fysiojohn's Achievements

Apprentice

Apprentice (3/14)

  • Collaborator
  • Reacting Well
  • First Post
  • Conversation Starter
  • Week One Done

Recent Badges

5

Reputation

  1. You will need an RS232 serial wire from the 430W to the 330ES
  2. A seemingly simple question about how many pilots it will take to change a lightbulb… I have these Soderberg manufactured cockpit lights, but can’t for the life of me figure out how to get it to open to change out the bulb. The internet has been no help, or, I was unable to find it. suggestions are welcome, and needed! it appears to be an S1990/12
  3. Hi all, It’s been “only” almost 2 years, but I finally have ADS-b out working. It all started with the purchase of my bird in 2017. I was assured that it had everything that was needed for the 2020 mandate: it had a 430waas gps and a GTX330ES, so, it should be fine. Three avionics shops later, we finally figured out that for the GPS unit to be the position info source, the GTX needed a RS232 connection, not the existing ARINC 429. And while the GPS gets traffic info from the transponder via ARINC429, you need to have the system configured so that on the GTX330ES the 429 “in” port is set to “OFF”, and the RS232 in port is set to “REMOTE”, and finally, the 430WAAS, RS232 out port is set to “ADSB+“ (on the IFD440 set to ADSB+g). if you leave the ARINC429 “in” port on the GTX330ES on, the box will prioritize the info coming through 429 over RS232, and your ADSB-report will show a fail. im mentioning the IFD440, because I swapped out the 430 recently, and while Avidyne tech support has been very supportive throughout this process, they were not aware of the 429 vs Rs232 issue/settings. if this info helps just one pilot, then it was worth me reporting on my experience. John
  4. My 1968 m20c has a Vne of 189 mph, and a Max structural cruising speed of 150 mph, whereas the 1970 m20c's are limited at 200 and 175 mph respectively. I can't seem to find any structural changes in control rods, control surfaces that would constitute these upgraded limitations. Since my Mooney typically cruises at around 160 mph IAS, I wonder if being in the yellow arc range should be any concern? John
  5. Hi all, After discovering exfoliating corrosion of a right side flap, most right sided block hinge, my mechanic has been unsuccessful locating a replacement part. I think it is p/n 240015-502. If anyone on this forum can direct me to a solution, that would be great! Part may also be contained in a salvage right flap, of which we would need the outer 4 inches of said flap. Thanks, John
  6. A, thanks so much for the summary and will take your advice to heart. John
  7. Cheers all, always good to have more food for thought!
  8. Hi everyone, I have been getting conflicting messages regarding aggressively leaning the mixture while taxiing, or being on the ground in general. My 1968 M20C Ranger POH clearly states to to keep it at full rich and propellor RPM high during taxiing to prevent overheating. Prevent running the engine at low RPM to prevent fouling of the plugs. My mechanic who has been taking care of my Mooney since 2017, says to not lean on the ground and so far reports that my plugs are very clean and are checked every 50 hours. Seemingly everywhere on this forum, most indicate that they all aggressively lean on the ground, what seems to be the consensus on either method and why? Thanks, John
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.