0TreeLemur

Man, that thing is BRIGHT. I suppose the good thing is that you don't see much of it looking forward?

Thanks @OSUAV8TER. It's the round Grimes model. Does anybody know- how much light does the LED beacon put on the wing? My C had the belly strobe that did put a little light on the wing but it wasn't distracting after I got used to it. I assume that the LED does too, but not too much. I'd like to hear if others find it acceptable before pulling the trigger. The lenses on the Grimes coffee grinders are set to aim their beam below the axis of the airplane, so they don't put much light on the wing. Thx.

Which one replaces the coffee grinder on an M20J?

Thanks for sharing this video Oscar. I worked in Panama for years, and sometimes think about flying down there. The Jan-April dry season is the best time. Maybe after I retire.

We had a York control lock in our recently sold C that fit nicely on the co-pilot's side because it didn't have brakes. Our "new" J has brakes on both the pilot and co-pilot's rudder pedals. Seems like a control lock like we had won't be great for rudder pedals with brakes. What do folks use? I'm not gonna tie the yokes together with the seat belts unless absolutely necessary. Besides, doing that doesn't stop the rudder from banging around. Thanks, Fred

So, I've learned a lot. Mostly that I've got the best kind of problem, a non-problem. Thanks to all for the comments. Quite a lively discussion!

The only reason I can think of to switch off the field is while running electrics on the ground with the engine stopped. If I switch the master on and pull the CB's on all the avionics, something is still causing a negative deflection of the ammeter . Having the field coil energized full time seems to draw something like 4 or 5 amps. Accurately reading the ammeter used in the J is really difficult. I guess I should pull the alternator field CB and see if that is causing that draw. Definitely want to pull that CB in the case of an alternator failure in flight to preserve battery.

In our previous plane, a C model, I would put left foot in first, then right foot, while leaning against the aft edge of the door frame. Then slide down with my back against the aft edge of the door frame. Easy, but tended to scratch my leather belt where my lower back slid down the door frame. The first time entered our J, I tried the same thing. The inertial reel bruised my back. Man that hurt! Now I consciously tell myself to step down right foot in first, bring in the left foot, then duck under the top of the door frame and put my left knee on the right front seat. Turn and sit. No clothing damaged.

That fits. I'm a solution looking for a problem. One question for those of you with alternators. Our J has no alternator field switch other than the CB. I gather this means that any time the master switch is on, the alternator field is energized unless the CB is pulled? How many A is that? Our J has an "Electrodelta" voltage regulator, looks original. I remember the Cessna's I used to fly had split master switch, half was the master and the other half was the alt. fld. switch. Why doesn't my '83 J have a field switch? Is the VR smart enough to know that the engine isn't running and not energize the field? Thx. Fred

Our "new" J had a new Concorde battery installed one year ago. After every flight I connect the battery minder, and every time it indicates less than full charge. After a while on the minder it indicates full charge. This doesn't seem normal to me. It seems to me that when the engine is running, the alternator will easily power for the avionics, and have plenty left over to keep the battery topped off, even when taxiing back to the hangar. Didn't have this problem in our C, where the battery was just forward of the firewall and we had a generator that didn't keep things charged while taxiing. I'm suspecting a bad connection somewhere in the battery circuit. Anyone agree? How to diagnose? Thanks, Fred

Gov. allows bots to reserve N numbers? That's just crazy to me, and disservice to the public. This is one example where government inefficiency could stop number squatters from doing their deed. Don't allow bots. Keep the search online. Make the reservation system mail in. That would create a lottery system using the US Mail as a randomizer.

To be clear, you're saying that if I take the hoses off the engine side of the firewall, I can view what's happening in the mixing box? WRT the figures, is (17) the mixing box? I've seen it, it lives in front of the front wheel well. I've got time. But, gotta solve this before the 'bama summer heat index gets crankin' Thx. Fred

It's a mystery. The temperature of the air is essentially the same whether I pull "Cabin Air" or "Cabin Heat". Flow rate is more/less the same too. Looking at the drawings from the IPC above, it seems that two things must be wrong to see that behavior. Disconnect the scat hose (35) from the NACA inlet to the mixing box, and no air should come out. I know hose (50) from the muffler shroud to that hot air control box is connected. Plenty of hot air when I pull "Cabin Heat". Hmmm.

Not the "Cabin Heat" knob, I'm talking about the "Cabin Air" knob, which should not cause hot air to enter the cabin.

^^^^ Exactly the same experience. I read the "you are ineligible" part and my heart sank. Then it occurred to me, that there is a lot more text, that doesn't make sense if they are denying. Horrible feeling. I really like the "we are pleased to inform you." verbiage.

When I pull the "Cabin Air" knob in our "new" J, the air comes out hot. Not warm. Hot. What's up wit dat? I thought it was just a scat hose direct to the NACA duct in front of the cabin door? Anyone dealt with this before?

I'm a grumpy boomer, and I appreciate well informed narration, which this wasn't. I do applaud the absence of any attempt at imagining causality from one photo and ADS-B datapoints. Glad they got out!

I'm not OCD, but I prefer not having to worry about stuff flying around the cabin.

Since I'm thinking about the best way to mount a ADS-B receiver under the panel I'm interested in this as well. I see the GDL-50 has a jack labeled GPS, which I presume is for an external gps puck, it would be possible to put that up on the glareshield. How about an external connection to an L-band (transponder antenna)? Also, I see the GDL-50 has a power switch. Can it be connected so that it auto powers on? Our previous airplane had an Appareo transponder and a Stratus 2i under the panel. It just worked. Always. I want that level of functionality without having to worry about it, without having to pay for a transponder I don't need to replace.

That interior upholstery belongs in a 70's van!

I got it by buying a "new" Mooney!

power=speed=1/time=$

Don't know if @cnoe could use more info, but I thought to take these photos today. They pretty clearly show the setup in our '83 J which has the dual mag.

I'm new to the Aspen universe. Is that something I can do, or a dealer/factory task? Thanks.

Glad you had success at low cost! Congratulations! The KFC-150 is a heck of an autopilot. I have been trying to troubleshoot the exact same behavior, except I have an Aspen and its two magic boxes that convert digital outputs to analog for the KFC150. Today I flew a test flight to take video of my misbehaving system. Flew two cross countries and it worked perfectly.