Piloto

Quote: seebruce Mystery solved. I noticed that when I tested my annunciator lights the start power light light didn't come on. I assumed that this light should come on when I used the external power plug when jumping a dead battery so I hooked up the external power cables to a battery charger to see if the light came on. When I turned the charger on I heard the solenoid kick in. The light didn't come on. When I disconnected the power cable I didn't hear the solenoid kick out. I thought it strange so I reconnected the power cable. This time I didn't hear the solenoid kick in. So I disconnected it again and still no click. I then went to disconnect the battery cable to check for a currant draw and noticed that when the battery cable lost contact with the terminal the solenoid clicked. It turns out the auxiliary start solenoid is not dropping out after being energized hence draining the battery. Anyone have any idea how the solenoid can stay energized after the power plug is disconnected?

This is indeed a rare event. Was there corrosion in the area?. Sounds like there may has been some prior corrosion and the rivets just gave up when subjected to stress. Glad you caught it on time José

I looked at the Redline video and looks similar to the Robotow. Major difference is that the Robotow is a gear down direct drive to the nose wheel while the Redline uses a two chain drive to the nose wheel. The mechanism on the Robotow is simpler and safer (it is fully enclosed). Both uses the same 28V battery and control unit. I think both will work fine for you but don't let your grand daughter grab the Redline chain while towing your plane. José

Quote: j3gq Hello José, Very nice and even less expensive than the sidewinder. Can you tell me more ? what are total weight with battery, what's the size (folded) ? does it fit in the baggage comp of a Mooney ? AJ

I have a 28V Robotow and I am really happy with it check www.robotow.com My hangar neighbor has also one for his B58 and works well in pushing the plane uphill into the hangar. José

If it has O&N bladder tanks the fuel capacity may be 54 gallons intead of the original 64 gallons. José

Quote: seebruce Jeff, I checked my battery as Jose suggested and found no indication of any power draw other than a few milli amps from the clock. At this point I thinking the battery is going bad. It's a regular Gill and only 2 years old.

I have a screwed in floor anchor line up with the rear tie down. I keep the tail down by having a 2x4 temporarily attached to the floor anchor and to the tie down ring. It works beautiful for retraction tests during annuals. José

Amelia Anyone around with a band saw and a drill press can easily fabricate the extension links from a piece of aluminum or steel. Use the 1" ones you have as a reference but make the new ones longer. It saves you time and money and they can be tailor to your desired length. José

Disconnect the + battery and connect in-line between the battery and the aicraft cable terminal a digital voltmeter capable of reading current (amps). Set the voltmeter to amps and master off. Anything above 0.2 amps will discharge the battery totally in one week. At the master relay on the battery side there is one wire with a fuse used to feed the clock and overhead lights. If you have a current reading higher than .050 amps disconnect this wire. If the current still high check for corrosion on the master relay. Corrosion on the master relay will cause current leaks thus battery discharge. On the M20J the master relay is next to the battery box. José

Next time try taking off with no flaps. You may have an asymetrical flap condition. Also verify actual flap deflection with a protactor. I normally takeoff with no flaps to avoid the ground effect air cushion and to ensure no porpoising on uneven runways, it also gives you more controllability on crosswinds. José

Quote: The-sky-captain Thanks for the imput guys. I have no doubts that I am breaking it in correctly and hope to see the oil use diminish in the near future. I think that the current black oil is a little left over from before, being that it was drained while cold, and should see a difference after the next oil change hopefully. You would think so now that I actually have four fully functioning oil rings:)

MDI in Ohio manufctures the mounting plate p/n F391-53S-SMP. Price is about $20ea. MDI tel: +1 330 533 6835. I don't know if they sell these in small quantities. Give them a try. José

Have you heard the more stuff you have in a plane the greater the chances of something breaking. Adding another set of master cylinders is adding another possible source for leaks and brake failure. If the plane is no used for training don't put them on and save $2000 plus possible repairs later on. José

The 201, 231, 252 all have the same dimensions aft of the firewall. The 231/252 have 76 gallons tanks. The 201 have 64 gallons tanks. In the cabin environment the 231/252 has provision for oxygen supply from a tail cone oxygen tank. José

Quote: KSMooniac I'm afraid that might be the modern FAA...they're trying to avoid any liability I guess. Too bad there is no accountability with that bunch for not doing their job. If they don't do field approvals, then why are they even needed???

Well, I found the ant's nest on a corner of the hangar. I poured one gallon of MEK into it. Instant kill, not a single ant survived the attack. I found MEK to be much more effective than insecticides. When I had roaches I would spray them directly with Ortho or Hot Shot but they kept on running like nothing happen. When I sprayed them with MEK (in an oil squirter) they will flip instanly. Another effective weapon against bugs is an old shoe, but is a little bit messy. José

I keep getting ants into my hangar after spraying around. Any better suggestions. José

Underneath the instrument panel on the passenger side there is a 3" x 3" aluminum box with two adjusting holes on the bottom side. This is the voltage regulator. One of the holes is for voltage limiting and the other for voltage setting VDC. Connect a digital voltmeter to the cigarette lighter. While in flight after 15 minutes adjust the VDC to read 14.0 volts on the digital voltmeter. This should clear the warning light problem. If the voltage setting is set too close to 15V the light will not blink until the battery is charged thus causing and increase in voltage. José

I don't think the numbers are there for a minimum profit: If you take the rent rate for a $150K C172 at $150/hr based on this the rate number for a $1000 GPS comes to $1.00/hour. If you decide to rent by day; a $20K car rents for $40/day based on this for a $1000 GPS that comes to $2.00/day. To make any reasonable profit you will have to get a large customer pool by mail, since the pilot population density looking for this is not as high as for those looking to rent a truck. I still think the casket rental is a better deal. José

With the way the economy is now I think you will be better off renting caskets, people are dying for them. With the new public health plan there will be a higher demand for them. Most people can't afford purchasing a casket. There is no liability and its a miracle if a customer complains. You can include a GPS so they know their way to heavens. José

If you loose the vacuum pump that drives your AI and DG you can still fly the plane in IFR by using the turn coordinator, compass and altimeter/VSI to keep it level. I had this situation twice (once overwater at night) and found no problem coping with it. Just don't do abrupt maneuvers. The standby vacuum system that works of the engine intake is not reliable. To get any vacuum you practically needs to idle the engine in-flight like in a descent. But when you are 400nm offshore that option is not practical. The vertical card compass is a low cost good idea as a HDG backup José

A MIDO inspector has no authority to approve a design change or repair. MIDO inspectors are parts manufacturers (PMA) inspectors and they go by previously approved data. To get a field approval you need to check with your local FSDO office. What you describe is a standard repair option that does not justify a field approval process. The use of oversize fasteners for repair is common practice in aviation. Just have it look by your IA. Don't bother your FSDO for this. José

Your new plane is a real beauty, congratulations. You should marry her. Let me know when is the wedding José

I found that having the flaps down discourage anyone from stepping on them. I also have big letters NO STEP and NO PISE (spanish) decals on the flaps. Ideally the flaps length should have been limited to about 18" from the fuselage. After all, I found that take off with no flaps gives you a smoother transition to climb with no need to trim. And on the flare I raise them to insure a mains only touch down with no possibility of bounce or floating. The only time I found them useful is during the approach to land where it allows you to slow down with the nose down for improved visibility. José