Cruiser

Probably a long shot, only the FAA would require the same pucks to be used after 50 years ........ Mac truck has improved their design several times I am sure.

Look at Service Bulletin M20-275 it adds fuses to the battery circuits. The system is suppose to trickle charge the battery that is not selected on the Main Circuit Breaker panel. There are diodes connected between the two batteries that can be shorted and drain the charge from the battery. Check the diodes for shorts, they are mounted at the rear of the #1 battery shelf. I have a good #2 Concorde Platinum Series battery for sale if yours needs replaced. TomK

I have the same feelings. I never thought I would need seven displays and six gps sources in one plane! I would often ask "how many screens do you need?" when talking about glass panels........... this is what mine looks like right now.

where did you mount the EBB58 ?

Tom, I have to strongly disagree with this statement. First, the applicant is presenting themselves with a valid FAA medical that had been previously approved. Second, the only medical history relevant is that which has occurred since that last valid FAA medical Third, you present a SI condition as a cause for denial when if fact the SI is actually an approval by the FAA Medical headquarters Fourth, the FAA reserved four key areas of medical health that the BasicMed cannot be issued and Finally, the examining doctor is only certifying that he completed the examination in accordance with the checklist provided by the FAA and that based on that examination he is not AWARE of any medical condition (existing at the time of the exam) could interfere with the individual's ability to safely operate an aircraft.

It baffles me why there are so many complaints about BasicMed. BasicMed is a huge step forward for many GA pilots that will benefit greatly. Others, not so much. Maybe some physicians will not participate but many others will. Does it really matter? The result is we have one more option available that gives us greater control in decision making, reduces bureaucracy and eliminates the fear of denial from a faceless FAA in Oklahoma City.

Chris, I am still working on a location for the RSM module. In fact the installer now says I cannot put the MFD RSM inside the wing and be legal for IFR. Something about the temperature sensor is used for the airspeed and needs to be mounted externally. ???? I marked the picture, it is the best location in the preferred area but it is still within the 18" limit for that big COM antenna Forward of the COM antenna is the baggage hat rack, not supposed to put it there. Any other suggestions?

SOLD

My maintenance manual has schematics for the wiring but it does not include the annunciator there is a note to "see XXX" for connections. It would seem that there are two different annunciator panels. A single unit with two rows of warning lights and a double unit with four rows of warning lights. The top two rows (one annunciator) is the standard aircraft warning. Gear unsafe, low fuel, Pitot heat, Alt volts, start power, Alt Air etc. The bottom two rows (second annunciator) is for navigation warnings. Marker beacon lights, Nav, Msg, Gps, Apr, Wpt, Actv, etc. These are the ones I am looking for. They are not shown on the maintenance schematic. The units are International Avionics Inc. boxes and the part numbers are different for the two units.

Does anyone know what the pin outs are for the Mooney annunciator ? I have the International Avionics Inc. model # 9450559001 it is Mooney part # 880090-501 A schematic would be nice but the pin outs are most important. I am looking for connections to the GPS/NAV, WPT and APR warnings.

The good ones show up here first and don't last long.....

Mine are called "Descent rate control (electric)" | EMERGENCY DESCENT PROCEDURE"] In the event an emergency descent from high altitude is required, rates of descent of at least 3,000 feet per minute can be obtained in two different configurations: (1) With landing gear and flaps retracted, an airspeed of 195 KIAS will be required for maximum rate of descent. (2) With the landing gear extended and flaps retracted an airspeed of 165 KIAS will also give approximately the same rate of descent. At 165 KIAS and the gear extended, the angle of descent will be greater, thus resulting in less horizontal distance traveled than a descent at 195 KIAS. Additionally, descent at 165 KIAS will provide a smoother ride and less pilot work load. THEREFORE; The following procedure is recommended for an emergency descent: Power. ........................................................................................ RETARD INITIALLY Airspeed . . . . . . . . . . . 140 KIAS Landing Gear . . . . . . . . . . EXTEND Airspeed. . . INCREASE T 0 165 KIAS after landing gear is extended. Wing Flaps . . . . . . . . . . . UP Airspeed . . . . . . . MAINTAIN 165 KIAS during descent. Speedbrakes (If installed) . . . . . . . . EXTEND Altitude . . . . . . . . . . AS DESIRED Power During Descent . . . . . . . . AS REQUIRED to maintain CHT 250 F (121 C) minimum.

True, but it doesn't take 6 ½ hours to get to the grand kids house ........ I can buy the plywood when I get there. :>)

Sun 'n Fun special......... new price $6,799

Everyone check here for posts on news and specials from Sun 'n Fun. Please contribute to keep all us less fortunate flyers that didn't make it there this year.

Trying to decide on the best location for the RSM mount on the fuselage. Those of you that have Aspen PFDs installed can you share the mounting location and method used to attach the RSM unit to the plane? I have several choices and would like to guide the installer on this issue. He says the backing plate is huge and needs 14 rivets to attach to the plane! Everywhere he thinks it should be will require major modifications to existing internal stiffeners/ ribs and other "stuff" All input is welcome. thanks,

Slow down! you are taxiing too fast. Bouncing will stop.

sounds like one of the floats are stuck. Put more fuel in, go fly do some steep turns etc. If it does not clear, you will need maintenance.

Engine monitors are wonderful things. You just found out why. You are now getting data on each cylinder rather than just one. Find out which cylinder the original CHT is on, determine how they JPI is also getting temperature from that cylinder. I am not familiar with the engine but CHT is controlled by two things, internal engine generated heat and external compartment cooling (cowl flaps, baffles etc.) both are very important.

I ordered new shock discs for the Ovation this year since I was told at the Mooney PPP last fall that the reason my middle gear door and the outer gear door were touching was the shock discs compressing too much. (made sense) Well, the plane is in annual and we just finished putting the new discs in....... NO DIFFERENCE on the door fit. I still have interference. When the plane was raised on jacks, an effort to grab the shock discs and twist them in the retainer showed they retain plenty of shape so that they CANNOT be moved when twisted (a test I was told to check for replacement) In fact after doing some measurements and checking it would appear that the new shock discs did not make any significance difference. (I was hoping my landing would improve) I did get a chance to do a thorough cleaning and some paint touch up in the wheel wells and main gear components. On thing found was the tube the shock discs slip over does not have a drain in the bottom. Mine were slightly rusty but cleaned up just fine. Anyway. Attached are a couple of pictures of the shock disc that were removed. These discs appear to still have some service life. They were installed in June 2009. The plane has always been in a hangar. There is no checking or signs of deterioration. These discs when stacked as installed measure 4 1/4" as seen in the pictures. I did not think to measure the new discs stacked this way, so I can't comment on the difference to new. If someone thinks these shock discs might be useful to them, please let me know.

buying time means whatever you and the owner decide that it means. IF the plane was mine and I was the one selling the time it would include a reserve amount for the engine overhaul, insurance, maintenance (oil changes, tires, brakes etc) some general wear and tear and that price would be by the hour meter. Fuel, oil and other operational costs would be the users responsibility.

Garmin GNS 430W , PRICE: $6999, currently installed waiting for removal during upgrade. INCLUDED: GNS-430W WAAS 14-28 VOLT ..P/N...011-01060-00 sn# 23487894 NEW MOUNTING TRAY NEW BACKPLATE PILOTS GUIDE CONNECTORS THIS UNIT LOOKS AND WORKS GREAT AND WILL MAKE AN EXCELLENT ADDITION TO YOUR AIRCRAFT

It would be intersting to compare the $/1000 for hull insurance. Divide the the premium by the hull value (in thousands). 350,000 for 2787 (for Danb) would be 2787/350 = $7.96 per thousand. My quote for the Ovation is $8.47 per thousand (180,000 for 1524)

KX 155A VHF Communication and Navigation Transceiver. 28 V ONLY. includes KI 203 CDI serial number 36296 This is a nice working radio with great display and cosmetics. No issues. Excellent transmission and reception, and NAV composite, all working. Part number 069-01032-0201. Serial number 12794. Mods thru 7. marked -99 AB/AD. The unit comes with tray, back plate and connector. Price: $1499

No, requires approved GPS position source