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JayMatt

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  • Gender
    Male
  • Location
    Galveston Texas
  • Interests
    Flying, Golf, Flying, Golf...
  • Reg #
    N101EC
  • Model
    M20J
  • Base
    KGLS

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  1. First class or the cheapest ticket you can find? And how would they back that up or accuse you of wrong doing? Maybe take a snap shot of the flight cost when you take your own plane? I was talking to my CPA about using my plane to pick up some product for our business. She was saying I could even claim depreciating value on my plane now. I am also very curious how the mileage works.
  2. We’re sorry this package has experienced a sortation delay. The package has been rerouted to the correct destination. Life just keeps getting better... Pretty sure my gauges are now lost. They are insured some, but not enough for a new JPI or anything... when it rains it pours..
  3. Where did you see the cost? Is there a TBO on these yet? 235hp on a supercharged motor would be a pretty solid performance mod on a M20J. Basically no hp loss at 8k and would cruise 180 kts on 10.2gph. I wouldn't be surprised if these were the numbers. If people think about stuff like lopresti mods and what not, that cost 20g's to gain 5 kts.... I think this would be worth the weight trade off. Which shouldn't be much anyway.
  4. I brought the instrument to my I&E shop at work and we solved the issue. It is the gauge. It's reading exactly half of what it should. I could take it out myself and addjust it as it's no different than any other gauge built in that time period. BUT the FAA doesn't like that stuff. So It's going to Air Dallas Instruments for a rebuild. They found the paperwork on these gauges. I also have a few backup options I found if need be. Just goes to show, not all IA's or instrument shops are equal.
  5. So if I understand it, the only way to replace this is with a JPI 900 series. Otherwise I still have to go get it fixed? the 900 series looks to be 10k all in... nice. May as well just do a whole panel at that point
  6. Welp, when I went to get everything from the shop last night, he said he tested the old transducer and it wasn't working correctly. It wouldn't report over 20lbs. So he never tested the gauge.... I couldn't convince him to either as he was convinced it was the transducer even though the new one was still on the plane. SO, I went back to the hand and tested both myself. Old one is bad and doesn't test correctly but the new one works just fine. So it has to be the gauges I would think. I have no way of actually testing them myself but this whole thing is getting old. I still don't know if it's the wire or the gauge but I refused to put the gauges back in last night just to take them right back out. I brought the gauges into our I&E shop today and I'm going to see if they can figure out how to test them with the help of Maybe Air Dallas. Are any of the JPI's approved as the primary engine monitoring? And is the 930 the only one that would have fuel tanks on it? I refuse to let this problem beat me but I'm an angry click away from having a JPI.
  7. Technically I don't know if it is the Transducer or not. All I really know is that the old one and the new one read the same thing. Technically speaking, they could both be bad or maybe it's not the right one... I don't really know, but I got the Part# 05-07463 MFR Model# CA880007-501 and my plane is 24-0593. I also don't know if it's potentially the send wire? I don't know the best way to test that wire. I tested the ground wire and grounded to multiple different locations. I didn't check the ground to the gauge box itself but all the other gauges work fine so I assume that's not the issue. What I'm trying to find out is what the send wire should read when tested and how that should be tested with a multi meter just so I can check that box off as checked. And what is a way to test the transducer just to make sure it's not a defective just like the first one. Does anyone know how to test a transducer? The crazy part in the whole thing is that when I put the new transducer in, it read 20 for a few seconds on the boost pump BUT it did kind of falter there at 20. When I came back a few days later to fly it, it was 10 like the other one. So maybe that's my clue? Maybe bad send wire? Send wire seems implausible if it holds a steady 10psi. if it jumped around some, I'd think it was likely but it reads it solid. Just to further air out my thoughts here, do I need to order that wire with the print on it 21DKOIA22?
  8. Granted the manual gauge said 20 at a different point in the fuel line but it should all equalize. But just to be sure, we are going to check at the transducer point this time and see if somehow there is a 50% clog? That doesn't make logical sense but we are at a loss right now. Anyone know a way to test I'm getting the correct voltage or resistance output from the transducer would be much appreciated. 12v is measured at the (ing) point and I'm assuming 20psi should be a fraction of that at the (send). The second connection on the transducer just goes straight to the engine block as a ground. I ran a secondary ground and no change, so It's probably not the ground.
  9. Correct, 2 transducers old one and new one both 10lbs. The manual gauge says 20lbs.
  10. Well I'm officially lost. I just got a call today from the instrument shop and they don't think I have a gauge problem. I had ordered a new transducer Part# 05-07463 MFR Model# CA880007-501 and installed it, and got the same 10lbs of pressure reading as the old one. Oddly enough, when I first installed it, I turned the boost pump on and it went up to 20lbs. it waivered 3 or 4 lbs but I figured that was just the boost pump or who knows what and I would try that weekend after I put everything back together and ran it. The weekend came and I pulled the plane out and flipped the boost pressure switch on and 10lbs. I cussed for sure. So I started the plane and ran it anyway and still 10lbs. Did everything I could to make it change and it pretty much ran a steady 10lbs, exactly half of what's needed. (FYI a manual gauge tied into the line says 20lbs) So I put the plane up and watched another pretty flying day go by. I went back and checked every wire to see if there was a broken or bad wire somewhere. Multi meter indicated the same voltage at the transducer as it did the gauge. Added another ground wire to check that and still no change. That's when I finally decided to take the gauges out and send them to a shop. And now here I sit not knowing what to do. Maybe it's the wrong transducer? Shop said that we could send it to another shop in Dallas and see what they say... are gauges really that hard to understand? Anyone know how to test these things myself?
  11. https://www.instagram.com/p/CwQpsXPPsof/?img_index=1 Vernatherm
  12. I don't have the rating so I don't intend to use it or need to. I realize it will be needed to sell the aircraft one day but not now. It's also the instrument giving me issues in my headset so I'm thinking of leaving it disconnected and labeling it inop. What instruments do I need or what else can I have besides a TC? I have an attitude indicator and the ball still. I'm really looking into what I can have besides this old TC cause it's hard to find parts for and I read lots of complaints about them from a reliability perspective.
  13. Sorry it looks like my previous post didn't go through or was deleted. But it looks like I'm safe according to what you are saying and I was misquoted by lasar. I have a century auto pilot from what I remember. I'll take a picture when I can get down there in non freezing weather.
  14. So, I had one of these go out and it was part number880030-503 &501 and the replacement part is 940124-501 according to Lasar. They are both discontinued and I'm SOL as far as I can tell unless I move on to another Tech. I'm not opposed to doing that but I don't want to be forced into it just yet. Aircraft spruce has this part and it says TRANSDUCER,FUEL PRESS 3060-00017 3060-00017 05-07318 $186.99 Quantity FUEL PRESSURE TRANSDUCER 880007-50125 880007-501 05-07463 $185.90 Quantity These are listed for Mooney M20 C&J Anyone have info or insite on these things? Also, When the lovely turn coordinator went out. I still have the ball obviously and that's really all I need. Does anyone know if the Turn Coordinator is what drives out stock auto pilot? It's looking like a panel is in the future, but like I said, i want to think about it and plan it out and not jump into because I have to. Thanks,
  15. This, high time Mooney pilots will probably think it's all kinds of other things because they are so used to it but it's just a Mooney thing. It's something I noticed on mine when I got it because it's so different from what I was taught on. I think the more hours you get in general the less you'll notice things like that. I bet it's just you getting used to Mooney and if your friend hasn't flown a Mooney in some time I would bet he's forgotten that trait. Like you said before, you tested the trim and it wasn't that based on needing to adjust after airborne.
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