Will.iam

Does not an agm battery pull that at first but quickly tapers off as the battery fills? Where as the lithium battery pulls for much longer and thus maybe the alternator can handle the 70 amp draw for a minute or so but craps out after 5 minutes of continuous draw? sort of like the discharge characteristics where the agm tapers off when it gets to a low state with some warning where as the lithium goes full voltage then just abruptly quits. Part of that is the BMS kicking in to keep the lithium from discharging to a point that it ruins the battery and swells up. Personal experience with model airplane lithium batteries before they had the BMS would swell up if you were lucky or catch fire if you were not. Especially if you tried to recharge the battery and had not noticed it had swells up before connecting the charger.

Humm typical wall outlet 1800watts maximum. my battery tender at 24volts max could put 75 amps and it claims to desulfate my concord battery and that is not near 264 what am i missing here? Is that 264 amps the maximum possible the battery can absorb per hour?

Glad to see they have a BMS. I would be more inclined to get 2 so that i still have the same AH and still save 9 lbs.

They really need a BMS(battery monitoring system), if they do not already have one, that limits the amount of current draw the lithium batteries take as our systems where designed with lead acid battery discharge rates which lithium batteries can exceed by as much as 10x in some situations. Something has to give either the charging system, starter, battery or the wires that were never certified for that level of current.

I have a lithium battery in my boat as it’s secured up in the bow and the weight reduction really helped to keep my bow from going so low sitting on the water. Having said that i had charging issues in that it was pulling such a high demand that my old and probably dying already alternator gave up and i put a new alternator in and no problems so far but i keep the battery on trickle charger during the winter instead of just letting it sit and have a partially discharged battery when spring time arrives. Also a boat alternator is like 10x cheaper than aviation alternators especially when you can just put a car alternator equivalent in its spot. Would hate to see someone spend the extra money for a lighter battery to have to spend on a new alternator the first time you startup with a low battery.

I thought testing for certification requires an aircraft to go 150% above redline and exhibit, no adverse flight characteristics , i.e. flutter. So 150% of 196 kias would be passed 300mph to pass that cert.

@EarthX Inc i know normal lithium batteries can take a substantially higher current draw than standard batteries when their charge state is low. This is not a problem with a wall charger or trickle charger but an alternator this higher current demand can shorten the life of the alternator. Is there current limiting circuity that helps protect the alternator in this event?

T-37 was notorious for punishing you if you did not follow the correct sequence with quick motions to get out of a spin. Even if you did the correct sequence and were timid or slow on the elevator control it would reward you with a super tight wrapped up spin. Only took once to experience and then it was elevator slam that control stick like you were punching out the instrument panel to reward you with breaking out of the spin. Theory was if you can recover out of a t-37 spin no other aircraft in the inventory was as bad to get out of the spin than that one.

I will repeat it again based on actual experience of doing it not hypothetically guessing, that pulling the prop level full back will increase your glide distance by a very noticeable amount if your engine failure is not loss of oil. At one point i was trying to get the propeller to stop completely as to test the “theory” that a stopped propeller is more glide efficient than a propeller that is windmilling. Unfortunately to get my prop stopped took me flying so slow and below L/D max that i was losing more glide distance from dropping out of the air than the stopped propeller was offsetting. The moment i lowered the nose the slightest amount to speed up toward L/D max the propeller started turning again and started to speed up but then you see the rpm’s level off and then drop back down as the oil pressure was built up enough to change the pitch of the blades. Suffice to say the mccauley prop governor takes very little oil pressure to effectively drive the prop to low rpms. Most likely by mandate or design.

My m20k poh does not have it either but that doesn’t mean it doesn’t work. I’m n fact it works very well more effective than speed brakes and more variable than gear.

4 things i always mentally check when crossing 1000ft agl stable before landing checklist complete missed approach altitude set cleared to land. The last one sometimes is not complete by the time I’m passing 1000 but is a good reminder to call tower for the clearance. has worked for every company rnav and loc procedure whether Boeing airbus McDonnell Douglas beechcraft i have worked for and ga

I have some extra baffle material. Do you mind posting a picture so i have a better idea of how you are applying it to the prop blade? Thoughts of neoprene folded with a zipper on the leading edge comes to mind but might poke me out of the CB club.

Why not just winch the plane nose first into the hanger connecting to the nose gear directly or with a tow bar? When you goto leave you could then just push the airplane out with the hand tow bar?

You could just retitle the subject line as Jackk Pilot disappointment

Hell yea brother! For TOGA, ipad is voice activated! Hey siri go-around TOGA! don’t even have to take your hands off the controls or press an extra button! Way better than those toga buttons that are sometimes placed on throttles or the instrument panel or yoke. Can’t find the button? No problem just say it! For ultimate superior aviation tools get the apple vision googles! True 0 0 vis landings way better than that crappy hud system that is archaic mono chrome color! Can you believe that shit? We got away from black and white tv’s in the 70’s and here we are still using hud’s when apple is full color high resolution!:)

Where as the ipad takes one second to load. And since you mention you don’t put in but the destination and one fix why even do that when the. Ipad already has all your fixes from filing electronically anyways and then get into the plane and tap twice done. No turning the knob for each letter or tapping all four letters of the destination. But having said all that i still input the destination and a fix like you do as that keeps me in the CB club. If i bought a fs210 that would start to question my CB status.

Sad when you lie about what you said, since the internet unlike your mouth when you talk records everything permanently, and with the arrogance dripping, nothing more you say on here will mean anything to anyone as no one will now trust a word you write, congratulations fool.

The only place i see this a problem is with the j-3 cubs, kitfox, C-140 that have no electric panel. They have no battery no radio and of course no ads-b. They hand prop to go fly. Their annuals are unbelievably simple and low cost. But they are also slow usually yellow painted and only fly in vfr weather. Usually at sunset or sunrise mostly in calm winds. Seeing one in the pattern is like seeing a model T ford on the road. Rare with no blinkers or seat belts.

I am fixing to change from my mccauley 2 blade to a mt 3 blade propeller and would like to keep from scratching the nose spinner or blades when i goto remove the cowl for oil changes inspections etc. i have heard of people using pool noodles on the blades but is there something better? And what about the spinner? Was thinking of some sort of neoprene strip to either put on the cowl lip or spinner at removal and installation time but wanted to see what other people’s solution has been first.

I see there is some testy views about QC. From their website it seems they were frustrated with the halo’s and clarity alofts short comings as well. I find it ironic that someone says their boom is too short as they specifically state theirs is longer than the competition to address that very issue as well as having a better band around the neck that doesn’t dig into your ears to hold in place which i have problems with my ufly head band now. Guess i will have to try a pair to see how they fit for me personally.

I failed to mention the A30 has a smaller less stiff cord compared to the A20 headset. The clamp force is less which is good for less head squeeze but bad in that if you jerk your head around or bend over to get a dropped pen etc the headset could slide off.

Probably a shorter jack screw. Boeing fixed theirs with the same problem by using a shorter travel jackscrew as they didn’t need that much up trim.

Jam stabilizer is a classic emergency procedure that we would practice in the tanker as well as any Boeing product when you have a horizontal stabilizer that moves like our Mooney horizontal stabilizer does, you have this potential problem. as referenced earlier if it is full nose up yes you can Bank to the left or the right to help alleviate some of the flight loads that you’re putting on the horizontal stabilizer when you are jabbing the elevator in the opposite direction trying to control your flight. We used to call it the spiral of Life— roll it over about 30° to 40° so that you are not pushing so hard on the yoke. You’ve got to get the yolk pressure off to be able to move that horizontal stabilizer, jack screw. People vastly underestimate how much force that’s trim motor is under just moving it under flight air loads. It’s not near as easy as your hand does on the ground, but that motor is under tremendous amounts of force when the airplane is out of trim. the closer you can alleviate the elevator from applying additional load on the horizontal stab the less wear and tear on the whole system you’ll be producing. one of the reasons why I never used an electric trim and I manually trim on my wheel is so that I know how close I’m getting to that stop so I don’t jam it into the top of the Jack crew and also because my KFC switch is un obtainium and I want that to last as long as possible not using it is one way of doing that. Try sometimes to manually trim your aircraft while you got it out of trim, especially if you’re pulling back with a ton of elevator force you will see that that wheel is damn near impossible to move of course, if it’s on the ground with no air load, it’s gonna be very easy to move. Another technique was to unload the aircraft i. E. Let go of the yoke while it zooms up as you frantically turn the trim wheel, but the spiral of life is safer. Also don’t forget if you are way nose up and slow anyway lower the flaps that will put you closer to in trim and get off the throttle thrust makes it worse just like jamming the throttle full on a go around. Way to destabilizing just add enough power for a 1000ft climb.

I used torque paint after i was finished so everytime i take off the cowl i can easily verify none of the screws have loosened.

I have bose A20 and A30. The A30 with the lighter clamping force feels better to me on long flights. I tried the Bose Proflight series 2 I tried but returned. While ok in the jets was sub par for our mooneys with there prop noise and for $1000 I can't believe they put less noise cancellation capability than their A20 or A30 series. The fact that bose made an in the ear music noise cancelling ear bud that is excellent shows there is no excuse for them not putting at least that capability into their Proflight series. I have a Ufly noise cancelling ear buds that work satisfactory in the mooney but not as good as the bose but in the hot summer time I will take them over the bose to avoid the head sweat from the heat in the cabin. One headset I would like to try but have not gotten around to purchasing it is the CQheadset.com They look like clarity alofts but refined in that their boom mic stays put and doesn't move around like other wired boom mics. Lots of acrobatic pilots love them for both the passive noise reduction and that they stay where you put them.