dkkim73

Hi All, When checking my batteries recently, I spent some time in the tailcone (yeah, no friends, I know...) and noticed this: On the main schematic from the POH, it shows three 10A slow-blow fuses corresponding to the trickle-charge circuits. Was there a revision where these are breakers instead? The bundles were tightly-wrapped, so hard to trace, but potentially ran to the appropriate side of the battery contactor solenoids... I also didn't find any inline fuse holders. Any advice appreciated. Not super-worried as the batteries do seem to trickle-charge (and I try to alternate battery usage), but would like to understand better. Thank you, David

Thanks, all, for the great info. I did buy a Kunkin KP-184 electronic load (tester). It's actually quite nifty and did the job well with just a bit of programming. Really just configuring the battery test function, setting the endpoint voltage to drain to (EDV = 20V in this case, for an RG24-15) and the discharge voltage to C1 (=13.6A in this case)... Then hit "On" and it drains and calculates the total A*h (charge, in amp-hours or the unit you specify). The manual is, well, a bit inscrutible but not too terrible to figure out. The Concorde "Component Maintenance Manual" is nice and clear and covers a lot of the basics of battery testing, also. Kunkin KP-184 via Amazon: https://www.amazon.com/gp/product/B0CD7LM5R3/ Also bought the Matrix MPS-3210 32V 10A supply ( https://www.amazon.com/gp/product/B0BBZK7H4Y ) recommended in an earlier thread. That supply technically does not go to 34V as recommended by the Concorde CMM, but seems adequate for the conditioning charge (brought up from 92% to 105%) and easily does the standard "constant potential" charge. Great recommendations, both, thank you!

I think there are two confounders to this conversation: 1. a heterogeneity of pilot types/attitudes/experience levels, and how they are distributed geographically 2. a heterogeneity of controller cultures, incl. contract towers and regional practices Many of the above anecdotes are positively hair-raising to me and where I fly now. It's pretty civilized around here. Class D and C and lots of uncontrolled. Haven't flown in dense areas/class B for over a decade, maybe my old stomping grounds near SEA and MSP have changed. The same way we have stereotypes about Cirrus and some small jets, there are also regional stylistic differences ("I think it's reasonable so if you don't agree you're a wimp"... e.g. everyone on the road slower than you is stupid, everyone faster is crazy). FWIW I have seen more of a divergence of regional driving styles, too. I think it's a more "expressive individualistic" age where people talk less and spend more time on the internet.... the GA equivalent is flying ADS-B instead of the social and tactical milieu around you, of which ADS-B is just a part.

Some people really like writing on tablets. I haven't ever really found it that convenient. I prefer writing on the notepad on my kneeboard. The kneeboard has the same backup electrical solution that an old revolver does. And it's always, 100% of the time, on my right thigh. But, FWIW I have the Benks pencil (3rd-party but well-reviewed) for the iPad, originally Air gen 5 and now Mini gen 6. The biggest issue is dropping it (or having it dislodged by, oh say, brushing against another physical object). The Pivot hardcase I had for the iPad Air was very beefy and held the pencil with a death grip; I forgot I even had a pencil several times. The newer, lighter Mini gen 6 Pivot case fits in the cockpit better but it really doesn't hold the pencil firmly. Easy to fall below the seat, which is a pain when trying to copy something. I do find highlighting approach plates, airport refs, etc, useful on the iPad, but a finger works quite well for that. On the through, you might find more uses. I still find the bother of taking out the pencil and re-attaching it makes just using a finger easier. If you are trying to actually write, of course a pencil offers more transferability of your handwriting motor memory. But how often do you really need to on the ground? If you do use an electronic pencil in flight, consider also using the Flyboys hand-strap (keeps a writing utenstil on your hand, can rotate out of the way). It's minirly cumbersome but insurance against dropping. I use it more at night. I use a combo pen/pencil, but you could put an electronic pen in it, too, I would think. HTH! YMMV.

Brian Kendrick came to my hangar

Any basic info on removing them? There are hose-clamp fittings on the ends and screws attaching them to a bracket/baffle. The whole system has some rigidity, so curious where you just need to apply brutane (ie. bend the hoses a bit to disengaged) and where there might be a hidden point that needs to be unscrewed or relieved. Do you have to remove the hoses from the other ends, etc. Interestingly, the PDF manuals I have don't provide much specificity.

Does anyone have any advice on getting access for upper spark plug work on the TSIO-550? It seems that one must remove the intercoolers and possibly associated mounts and baffles to get access to upper plugs. Getting some rough running and thinking of checking all the plugs. Thanks, David

That is a wonderful painting. Giving me ideas. The Cessna Mixmaster has always held an odd fascination for me.

The first and last two points are worth keeping in mind. These planes are fast and slick. I got handed off to local approach almost 40 miles out yesterday, at 16k, and hitting the IAF for the approach on-altitude took an aggressive descent. Add a tailwind and point the nose down and you'd be surprised how fast you are, for how long. The speed is a mixed blessing for building time. Sounds like you fly distance regularly. Sometimes I dial it back a bit, fly airways etc. I practiced VOR nav half the trip yesterday but eventually wanted my week to be done so took direct and pushed it up a bit . You're going to have a good time.

Congrats! While on the couch, you could start "couch flying" with a poster and checklists! I keed, I keed....

That's a pretty good essay. Pushing me to finally get around to reading it.

Can anyone confirm that there isn't a separate breaker outside the "AP" rocker switch on the Acclaim? (I think this is a GFC 700 question) The electric trim runs, IIUC, through the AP so there aren't two "parallel" ways to actuate it. I didn't see anything on the schematic or the panel, but the devil might be in details. Where it usually lives, I think...

There is a quote repeated by Paul Bertorelli in comparing a recent Cirrus model to the Acclaim Ultra, "there's an old joke about the Cirrus taking birdstrikes from the rear".

Heavier than I want, but less than 2700 lbs unless you are including the plane!!! Seriously, though, I probably don't like to operate with much below 24-30 gals in the tank, so call it 2800 at lowest weights. On commutes, I may be landing close to 3200lbs (MLDW) when tankering fuel. I keep it closer to 75 heavy and 70 light. Once within a few feet of the runway, it's comfortable to slow down a lot more. Generally don't go below 80KIAS while maneuvering or reconfiguring. A "designated min. maneuvering speed" (1.4Vs) would seem to be 75-90KIAS based on configuration. So 80-85 until established on final, then trying to slow and stabilize, adjust angle as required. 55KIAS sounds really slow until in ground effect.

Did you just try to match colors while keeping adjacent choices distinct, it did you have a category in mind eg red => emergency/failure and yellow => precautionary, etc? I was starting to think of a category approach.

*That* is a great idea.

Someone taxiing behind me once referred to the plane as a Bonanza a few times, then apologized when he realized it was a Mooney. In a classic case of l'esprit d'escalier (wit of the staircase) I realized 10 seconds later I should have popped the speed brakes and said, "now I'm a Bonanza".

Perhaps for the preferred diet of the rake-tailed greatwing North American bugsmasher?

Clever! Thank you. Yes, I bought the overpriced collars from Aircraft Spruce.

By "servicing", do you mean fueling? The problem did spontaneously go away. Tanks are low again now, without recurrence. I am told that "0" means low resistance, so possibly grounded as well. If I get a chance I will look for worn wires, connectors etc but for now just monitoring. Reminds me, I need to build a squawk list...

Original capsules sold. TY for the interest and additional info above!

Thanks for the clarification. I get fuzzy on the nomenclature... I got to fly a T-6 Texan II sim once, a while ago... consolation prize at the time, but I liked it and was going back to an Eagle squadron so couldn't complain. That would be a fun personal plane, no doubt. I had been thinking of the old Navy-ish trainer with the radial. An instructor was doing upset training at my home drome recently in one of these for TBM drivers (there goes the neighborhood! ;)).

I would think the T-6 could be made to bleed like stink if needed. Saw one in person yesterday, looks *solid*! Or do you mean the turbine version? (AT-6?) that's a cool plane, too, no doubt....

I was initially given 85KIAS on final during transition training. Reviewing Don Kaye's video course and reference materials, I have been transitioning to 70-75KIAS on short final, based on weight, aiming to enter the round-out phase at this speed. Tried 1. trim-back-and-push-forward early on, 2. don't use much additional trim, and 3. trim to maintain light forces into the flare to better control height below a few feet, which usually wants a bit more aft trim vs. the above, once the plane is in ground effect and bleeding off energy. Sounds like different planes have different trim appetites, though...

Hi All, I recently bought some circuit breaker collars in a few colors, and am looking to label a select few breakers for easy access. e.g. finding the "speed brakes" breaker quickly just by reading takes longer than I would have guessed. Any suggestions on what to collar? My thoughts: -speed brakes (in case of malfunction or incomplete retraction) -alternator circuits (main and field?) -the AP/trim breaker *seems* to be part of the switch itself, but if anyone knows differently, please say -? battery This is all for the Acclaim (M20TN) but hopefully some circuits will be of more general interest. Thanks, David