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About BaldEagle

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  1. Just went through something similar myself. If it's any consolation you can get a $200 core credit for your old alternator. Thanks for sharing the details, I'm sure this will help others in the future.
  2. I have a KFC 200 in my '78 J, which has 3 sonalerts. The autopilot doesn't make any beeps on disconnect or when pressing test, but I do get the beeps from the electric pitch trim on/off switch, and I was able to confirm that comes from the sonalert that protrudes slightly from the headliner (part no SC628 I believe; the stall and gear warning sonalerts are slightly recessed). Does the pitch trim alert use the same sonalert as the autopilot? And if so, how do I get my KFC 200 to make beeping noises if the sonalert is working...?
  3. Nice... When did you order your upgrade, if you don’t mind me asking? I’m also in the queue but didn’t put my order in until mid April, just prior to the close of the special offer.
  4. I just fried mine, and surprisingly none listed for sale on eBay. Anyone have a spare one kicking around for a reasonable price?
  5. An update, in case it might help someone else in the future. I only just discovered that my EDM 700 also stores the voltage data, so I looked at the data for the last 7 months and the voltage output reduced from 13.3 to 12.8 over the time period and was occasionally dropping to 12.3 on the flight described above (at which point the Aspen would run off battery and low voltage light would flicker). Anyway, it seems that if alternator output is below 13.5 volts the alternator output is considered too low. Ideally I should have run a multimeter from the back of the alternator to be certain, but as the alternator is at least 15 years old I decided to replace it anyway so my A&P installed a new replacement this morning. Test flight was fine with the JPI showing between 13.8 and 14 volts, and Savvy Analysis showed the same so I’m calling this resolved. These engine data monitors are a godsend, I don’t know how we managed without them...
  6. Difficult to read the plate but I think it's a Kelly Aerospace 6520LS (12V). A new replacement (now Hartzell) runs at 0.8 AMU from Spruce.
  7. I had some time today to do some troubleshooting before my A&P takes a look at it tomorrow. I noticed that the connections on one of the alternator posts was loose and dirty. So perhaps that's the issue. I cleaned them up with fine sand paper and contact cleaner, put them back on the post but the nut would just spin and wouldn't tighten, and then brains here managed to break the post. So now the alternator has to come off. So if it has to come off anyway what would you do? Send it off for repair / overhaul (in which case any recommended shops?), or just replace with a new one and be done with it. While I was having fun I was able to confirm that the ground strap is good. 2019-04-27_11-12-03_000.MOV
  8. With my last Mooney I had a cylinder replaced not long after the purchase. The engine then started throwing oil all over the place, which was tracked down to a large crack in the case = premature (unplanned) major overhaul. I suspect that the cylinder through bolts were over torqued when reinstalling the replacement cylinder, but this opinion is unqualified. But I wouldn’t pull a jug off to entertain a prospective buyer with this experience in mind.
  9. One local avionics shop wouldn’t take 3 AMU from me for an Aspen Max upgrade. I know they’re all no doubt overwhelmed with the ADS-B mandate and 2020 coming up, but that was a bit surprising. And I’ll be lucky to see the upgrade this side of Christmas. Another shop did take my money, but they made it quite clear that they’re not hurting for business. Good for them. Aviation is a really weird industry.
  10. Kelly Aerospace, who I’ve never heard of. The replacement original listed on Spruce is a Hartzell, with the same part number. I think my alternator may be rather old. I did drop the lower cowling this afternoon and poked about, nothing obvious and all the connections to the back of the alternator looked good (nothing broken or loose). I’ll get it booked in to an avionics shop to get a diagnosis. I’ve been out of the airplane ownership thing for a while, and the one thing that used to have me pulling my hair out were electrical issues
  11. Hi all, Thought I'd reach out to the forum before I call the shop in the morning. I was 15 mins out from home base this afternoon and the Aspen PFD starts running off battery and the Low Voltage light is flickering. Ammeter was showing a very small discharge. The only other odd behavior is that all of the CHTs on the EDM 700 was showing zero. I didn't have a lot of time to diagnose: power cycled the Aspen, would run fine for a minute and then would start running off battery again and low voltage light would flicker again. Pulled the alternator circuit breaker, recycled after a minute, same symptoms, same after pulling Aspen breaker. When the low voltage light went out the temps started rising on the JPI, and then back to zero when the low voltage light came back on. This all happened at cruise power settings. I'm guessing it's the alternator or voltage regulator, but I'd be grateful for any suggestions. Main battery was replaced a couple of weeks ago.
  12. My first Mooney was an E -- great airplane and I'd occasionally do 1,000 miles in a day (San Diego to Portland / Seattle); it was a fantastic economical cross country machine but also perfect for $100 burger runs. But when I got my instrument ticket I found that I couldn't really fly IFR due to the ancient avionics and to extract more utility out of the plane would mean spending serious $$$ on upgrades. My second Mooney was an early J (which I currently own), which has much greater utility due to modern (ish) avionics. The advice to buy the most Mooney you can afford, and to buy the airplane that best suits your mission, is really good advice. Always cheeper to buy once. (That said, I see an Ovation in my future... maybe 10 years down the road... if I reach my retirement goals...)
  13. I've been considering the upgrade and have just had some dialog with Aspen the last couple of days. $3k sounds like a no brainer to me especially considering that my warranty extension ($800) is due this year for my legacy Aspen, so that's a new $10k PFD for about $2.2k exchange, which also comes with a 2 year warranty. My flying is very conservative these days, but the risk of losing AHRS with a pitot blockage has always bugged me with the first gen product. Aspen says about half day labor to install (including wiring up audible alerts to the audio panel), which if accurate seems very reasonable. So for shooting approaches the audible alerts adds another layer of safety as does the lack of dependence on pitot static when IMC. I forgot to ask what labor is required to install a second MFD, but I think I'll go that route as well at some point. And then remove the vacuum system as it's only driving a backup AI right now, but I digress...
  14. $100k should get you into an IFR-equipped J with mid time engine and coupled autopilot (unless the market has changed dramatically in the year since I bought mine). Also I would suggest you don’t restrict your search to the usual places (Controller, Trade-a-Plane, etc): I found mine the The Mooney Flyer, and MAPA Log has a few Mooney’s that appear to be competitively priced. Useful Load on mine is 987 lb, by the way.