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Piloto last won the day on December 23 2016

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About Piloto

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  1. Another cause for the pitch hiccups is the elevator servo clutch wearing out. As the clutch wears out the servo is unable to move the elevator consistently due to the aerodynamics forces on the elevator. This can be check on the ground by pulling on the yoke while the AP is on ATT mode. If the force required is not much more than without the AP engaged then the clutch is worn. You can adjust the clutch coupling force by tightening the shaft castle nut (clockwise) on the servo. I have mine adjusted all the way tight. It fixed the hiccups. The servo clutch does not engage/disengage like a car clutch, it is there to allow control override by friction. Actual servo engage/disengage is by electrical power to the motor. José
  2. I have the Tempest massive electrode for over 1,000hrs. Not a single hiccup during run up or inflight. Unlike the Champions were the center electrode looks like a football after 300hrs the Tempest looks round after 1,000hrs. José
  3. On my trips to KAGC from KFXE I check on my Garmin Pilot for ETE based on existing winds conditions and altitude. For today it shows that 4,000 feet would be the shortest time. The ETE computation takes into consideration time to climb to altitude. I found it pretty accurate once you program your plane performance accurately. Of course there are other factors in altitude selection like weather, turbulence, icing and obstacle clearance José
  4. One easy way to check the engine pump: 1. Open throttle and mixture 2. Turn electric fuel pump on 3. Close mixture and throttle 4. Turn electric fuel pump off 5. Check fuel pressure A good pump with no line leaks will hold pressure for over 5 minutes. If the pressure drops in less than a minute suspect a line leak or a perforated pump diaphragm. José
  5. Wonder if these engine failures on take off could be related on how fast the engine is accelerated. I have seen pilots push on the throttle quickly for take off, while I myself push it slowly. Sudden acceleration impose added stress on the engine due to the inertia of the moving parts. José
  6. That is why I use massive electrode plugs. I never felt confident about the wimpy fine wire electrodes. Tempest massive are very good. José
  7. A possible cause was a loose or corroded connection nut that caused an overheat on the shunt element due to ohmic resistance. Resistance increase with heat and dissipated power increase with resistance(IxIxR). So once you have a small resistance increase it creates a progressive increase in heat that can destroy the resistor. José
  8. Thanks for the input. The battery shunt is only used by the current meter. But a good digital voltmeter will do a better job in assessing the electrical system. I am going to bypass the shunt and replace the amp meter with a vacuum gauge. I already have two digital voltmeters with voice warning. José
  9. Try unslaving the HSI from the magnetic compass. José
  10. I found my cell phone to be a little bit more practical than my HF radio. To overcome the signal losses experienced in-flight I attached my cell phone to the pilot sun visor using Velcro strips. This provides a better signal coverage even at altitude. Besides getting weather I can text and talk on the phone. José
  11. HF reception in flight can become noisy due to the static build up by the antenna. To overcome this most airborne HF wire antennas are grounded at the end. I tried grounding the end but the SGC 237 tuner performance was degraded as indicated by the field strength meter. Aviation type tuners are designed to work with grounded or open wire antennas. KP4DAC
  12. By having a deviation offset it assures that a GS signal is received. When there is no GS signal the deviation voltage is zero. So zero deviation could mean centered on the GS or no GS signal. With no GS deviation the A/P assumes you are flying a LOC only approach with no GS. José
  13. On my HF setup the antenna runs from the vertical fin top to the cabin top. This is the most popular set up for airborne HF antenna. It allows for communication on the ground like when getting an Oceanic clearance at a remote place and for testing and tuning your HF equipment on the ground. 706 in Mooney4.pdf
  14. Excellent question. Mostly we talk about equipment used and flight conditions. For most hams talking to an airborne ham is a novelty. When out of cell phone range I contact a ham to convey by phone my ETA to friends or family at the airport. I found it very useful on my way to TJMZ from KFXE. At 14.300 Mhz there is a ham/marine net that provides assistance to private vessels and planes over water. Volmets also provide HF weather info for when out of range of VHF https://en.wikipedia.org/wiki/VOLMET. KP4DAC