Jump to content

r0ckst4r

Basic Member
  • Posts

    132
  • Joined

  • Last visited

Everything posted by r0ckst4r

  1. I wonder why they specify ring terminals and not alligator clips? Are alligator clips somehow immune to this problem and can used to charge in a confined space without hydrogen gas buildup?
  2. I recently ditched my last Gill battery and now have two 24V Concorde batteries. I bought a Y adapter to connect both batteries to my Battery Minder but I was thinking of a trying a semi-permanent option to replace constantly putting the alligator clips on and off. Is it possible to leave ring connectors on both batteries connected to the Y adapter (not connected to the battery minder) at all times even during flight? Or is it not safe to have that connection there? I ask because if I leave those connections there I can see if a plug can be fabricated to connect to the Y adapter which would be easily accessible to plug and unplug the minder without removing the battery panel everytime. Just a thought. If not possible I'll just have to suffer through removing the panel everytime.
  3. Looks like the only advantage is grass, gravel or other unpaved runway. We fly retractable so the bit about the nose wheel does not apply and would be superior in drag to the fixed gear tail dragger.
  4. You definitely don't want to brake on take-off. Just ask the NTSB. https://www.cbsnews.com/boston/news/farmington-connecticut-plane-crash-2021-killed-2-boston-doctors-caused-by-parking-brake/
  5. Interesting that tapping the brakes was in the manual for older models but has been completely removed now for the newer models. They must have felt at some point that it was no longer significant.
  6. I figured it was something like that. I will let my A&P know at my upcoming annual that it should be 2500 RPM. Thank you.
  7. I think I didn't phrase this appropriately. I think I've always been limited to 2450 RPM with full throttle. I just didn't notice the small hash marks on the factory tach. Not talking about the programming of the JPI unit or redlines, just the hard limit on the IO550g which is supposed to be 2500. I go full throttle and all I get is 2450 RPM.
  8. I recently had a JPI 830 EDM installed and noticed that I seem to be limited to 2450 RPM and not 2500. I checked it against the factory tach and on closer inspection it seems like I have been there all along and have never noticed it. Is this a variation that occurred from the factory or is this something that can be modified by an A&P?
  9. Just a random poll for you guys. I was watching some videos of Vision Jets preparing for when I win the lottery and just happened to notice that the CFI in one video gave the instruction to tap the brakes after take-off before retracting the gear. I've heard of this before to stop the wheels from rotating before they are stowed but to be honest in my 5 years of flying my O I've never done it nor is it mentioned anywhere in the POH. Any of you guys tap the brakes on take-off? Is this a "how I learned it" dependent thing or maybe just more aircraft specific? Haven't looked at the Vision Jet POH yet lol.
  10. Checked everything I got but no luck. Sure, let me know what you find.
  11. So it's not out yet but I have a part number from off back Status Indicator 810088-507 The only Google result I get is one eBay auction and the only info it has is that it came from a Mooney. Looks like a pretty rare indicator to an obsolete navigation system. I'll post more info if I can get it.
  12. I believe that. Although this aircraft never had that particular GPS I'm convinced that this is a relic from another older GPS system that was taken out while this got left behind. It certainly is not required for the more modern GTN-650. I think what is the most frustrating is that searching for al kinds of GPS annunciator lights or even specific GPS units like that Apollo unit does not yield any evidence that this particular light exists outside of my aircraft. When I can get some numbers of the device itself I'll report back to try and solve this mystery.
  13. I have since scoured all the maintenance log books, W&B, POH and STCs and every other record I have for any hint of this thing and have still come up with nothing. Even Google searches for indicator lights of various GPS and autopilot units has not resulted in anything that looks like this. I'm looking forward to seeing if the avionics shop can shed some light on this.
  14. It is nowhere to be found in any STC documentation and has gone through 3 annuals and an IFR checkride. Hence the confusion.
  15. What is the long vertical indicator light strip there on the left of the JPI (MSG,HLD,WPT,APR)? I've flown about 3 years and 300 hours VFR and IFR in this bird and I've never seen this light up once. It looks like it should be coupled to the GPS to indicate messages and waypoints and such. It's nowhere in the POH and it doesn't look like it was original equipment. Anyone else have anything like this? As far as I know the plane had at least 2 GPS units, the final upgrade is the current GTN-650 which was done before my ownership. I ask because I am doing some upgrades and will probably just delete it.
  16. Well, I managed to check the connections and they seem secure. Unfortunately, because of where is is positioned it was extremely difficult to get back there and test with the multimeter without some significant disassembly which I wasn't prepared for. Going to have to just take it to the avionics shop, and probably go for the 730 upgrade JPI offers.
  17. I went to fly the Ovation last weekend and when I powered up the JPI EDM 700 didn't. No flickering just black. Reset the fuses and still nothing. I'm going to poke around a little this coming weekend with my multi-meter to see at least it is getting power but just wanted to check in with you guys to see if anyone had any experience with this or know what pins should be hot when testing. Looking at pictures of the back of one online doesn't show me an obvious place to test for power, just a bunch of serial ports. I'm assuming one of those connectors has a power and ground coming off it but any little tid bits of info would be welcome before I take a look.
  18. Sorry to bring this up from the dead but this was a mission of mine a few years ago. I was in Sumter, SC at the time and had been going to Lynn at AGL religiously for my annuals based on all the recommendations from this board. Lynn left for Texas and AGL was bought out. I had never heard anything about Precision-Air in Manning however it was incredibly close to me so I gave it a try. Things went well and it was an uneventful annual (last February), I got some new tires that I needed, and the O hasn't given me any squawks. So I was pleased, not sure if just lucky because the plane didn't need much but I can tell you that I would go back if I was still in the area. Now on the subject on what constitutes a Mooney Service Center other than just being listed on the website. I searched high and low and even contacted Mooney for an answer on how to become a MSC. I can tell you I doubt there is much vetting if any and it may just be a fee to pay just to advertise yourself as a service center. They told me that there were some "standards" but not how the center met those standards or if there was any continuing renewal or check ups on these shops. No one gave me a straight answer. So all in all I am a little more hesitant to put much weight on the MSC designation and would just try and make sure you can find a reputable A&P that you know has some experience with your specific model.
  19. Yes, but which one is it? 5, 6, or 7? The parts diagram does not seem to be too helpful here
  20. I have a few camlocks that are missing from my belly pan. I have been trying to read the parts diagram but have not had much success. There are three parts listed for the belly panel: 27S3-5 @STUD 27S3-6 @STUD (FUS STA 90.25) 27S3-7 @STUD, L/E Anyone know the correct part number so I know what to order?
  21. I've noticed a slow leak from the TKS system and took off the belly panel to inspect further. These are the pictures of what i found. The leak is coming off of the hose clamp. I did not dissasemble things any further since I was planning on flying this weekend. The little hose clamp was tightened but did not make any difference. @CAV Ice what are the parts needed to replace this? Anyone experience this before or have any tips?
  22. I also have notice a belly leak. Can you post some more information on the parts and work required for this?
  23. Here was my solution. As recommended I got a sheet of polycarbonate but instead of fabricating just the "window" I decided to replace the entire piece. It's worked great so far.
  24. Mine is non-FIKI so I guess that explains the difference. I'm going to fabricate a piece to replace it. Any recommendations on the material to use?
×
×
  • 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.