danb35

Well, the annual took quite a bit longer than I'd expected. I decided to replace the InterAv regulator and overvoltage relay with the PlanePower regulator, following PlanePower's installation instructions. On the test/break-in flight last week, voltage was rock steady irrespective of system load. I'm going to call this one fixed.

N74795, as N601RX (how about some names?) points out, the Plane Power regulator (which includes OV protection) is about the same price as either the InterAv regulator or the OV relay (one is $160, the other is $200, while the Plane Power unit is $185). The OV relay is not user- or field-serviceable--it's completely potted in epoxy. I haven't checked out the regulator yet, but I wouldn't be surprised if it's the same. Therefore, neither of those parts can be fixed; the defective part must be replaced. I'm not interested in proactively replacing parts that haven't failed and don't give any indication of failing, simply because there's something "better" available--this is why I don't intend to replace the entire setup with the PlanePower alternator conversion at this time. However, it seems very likely that either the regulator or the OV relay (currently the regulator seems like the more likely culprit) is defective and must be replaced. If I have to replace it, is it better to replace with the same InterAv unit, or to use PlanePower instead? I don't have personal experience with PlanePower, but everything I've read about their products is good. I like that they integrate OV protection into their regulator. I'm not committed to PP, but I'm leaning strongly that way.

If wired per the InterAv instructions (which my plane seems to be), there wouldn't be any way to do a crowbar, since there's no field breaker. The 5-amp pullable breaker that's mounted in my panel goes to the input of the OV relay; it isn't in the field line. Tested the OV relay on the bench today, and it seems to be fine. The resistance between field in and field out sits at 0.2 ohms until the input voltage reaches 16.5 V DC, whereupon the field terminals open. To restore the field circuit, I need to remove power entirely from the device. I haven't yet tried heating it, but I have left it at 15.5V for about an hour with no change. This seems to rule out the OV relay as the culprit. My new hypothesis is that the voltage regulator is allowing a voltage overshoot which is being caught by the OV relay. I have an idea of how to test this as well, but it involves running the engine, which is missing a cylinder at the moment.

N601RX, that makes perfect sense, and I have a bench power supply that should do the job just fine. Might even try heating it a bit with a hair dryer to see if that makes a difference.

Thanks for all the suggestions. I recognize that the Plane Power alternator is a better unit, and when my current alternator is beyond economic repair I intend to install one. I had the current unit IRAN'd about 18 months ago, less than 100 hours ago. The brushes and bearings were replaced. Does anybody have a copy of the InterAv troubleshooting guide, or a suggestion as to how to either confirm or rule out the OV relay as the problem?

I've seen several references to a troubleshooting guide that InterAv is said to have had available. Unfortunately, they're out of business, and although QAA has picked up the product line, I don't see that guide on their web site anywhere. Would anyone happen to have a copy they could share? Here's the issue I'm trying to resolve. Last week when preparing to take the runway for takeoff, I turned on the landing light, whereupon my low voltage warning came on. I pulled and reset the field breaker, and voltage returned to normal (~14.1 volts). Once airborne, the low voltage light came on again. Intending to reset the field breaker again, I pulled it. When I did so, the voltage rose to ~14.5 volts. When I reset the breaker, the voltage dropped slowly, eventually dropping below 13 volts. When I pulled the breaker again, the voltage immediately rose to above 14 volts (but under 15). Given the fact that the alternator is clearly charging while the breaker is pulled, it doesn't seem likely that what I'm calling the field breaker is, in fact, the field breaker. It's a 5-amp pullable breaker in the RH panel, placarded with instructions to pull and restore it in the event of a overvoltage trip. I've since located InterAv's installation instructions, and from the wiring diagram in those instructions, the 5-amp breaker in the panel isn't for the field at all--it's for their overvoltage protection relay. The fact that pulling the breaker lets the alternator charge as normal suggests to me that the relay is defective, but I'd like to be more certain before replacing $200 parts (in which case I'd likely replace it and the regulator with a PlanePower unit).

Don't use their ancient software; use my gadget instead (some assembly required): http://interociter-enterprises.com/Interociter_Enterprises/Downloader.html Unfortunately, I don't have any experience with Win8 to directly answer your question.

I've also been pleased with RDU the couple of times I've been in there, using TACAir both times. Once was a weather diversion, and they were able to set me up with a hotel and hangar the plane with minimal hassle and reasonable cost. I haven't had occasion to fly GA into RDU very often, but it's worked well when I've been there.

Obvious troll is obvious.

There is no legal or regulatory requirement to carry FARs onboard, nor charts, with a few very limited exceptions (certain airspace around LAX, for example). There's consequently no requirement for backups or anything else. See http://www.faa.gov/air_traffic/flight_info/aeronav/faq/#q8b for the FAA's answer. Of course, it's strongly encouraged, and if your lack of charts results in other violations, you'll probably be violated under 91.103 as well, but there's no specific requirement to have the charts.

What Jamie said. For Part 91, at least, there is no such thing as a "legal" briefing. A record of having gotten a weather briefing might look good in the accident report, though.

There are two shops I know of that specialize in Mooney tanks: Weep No More in Willman, MN; and Wet Wingologists somewhere in FL. Two other MSCs seem to do regular work on them, Advanced in Oregon and Midwest Mooney in IL. Don Maxwell does patches, but I don't believe he does complete re-seals. I had my tanks resealed by Paul Beck at Weep No More, and was very happy with the communication and service, but I can't speak to longevity as it was just done earlier this year. However, Paul's 5-year warranty includes his travel to your location to fix issues, so it would appear he's quite confident in his work. With the singular exception of one member here, everything I've seen or heard about Paul's work has been top notch. I've heard generally good things about Wet Wingologists as well, but I felt more comfortable with Paul's mainly chemical removal process than with their mainly mechanical scraping process. OTOH, they have a 7-year warranty. Midwest Mooney uses a polyurethane sealant instead of the polysulfide material called out by the factory. They claim additional benefits for their material; I haven't seen anything indicating whether their stuff is good or bad.

While this may be true in your state, it isn't correct as a general proposition. And even if you hide the purchase in an out-of-state corp or LLC, the tax is still legally due. Depending on the state, there may be property taxes as well.

I don't unless/until I have to go around. Otherwise, I just keep my cruise mixture setting until shutdown, +/- giving a little more gas if the engine stumbles (which, if it happens at all, is usually during taxi). Don't touch the prop either. Normal descent for me is to just trim nose down to maintain ~ 500 FPM descent, and pull back on the throttle about 2000' above pattern altitude.