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testwest

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Everything posted by testwest

  1. I have the right side, but the brass chassis needs a bit of a solder repair to fix the screw receptacle for the strobe lens fixture. It will be inside the unit, not visible. Power supply is sold, though.
  2. SOLD!! Here is a 14 or 28v power supply for a Whelen 3-light system, it is model HDACF, manufactured 3-2011 and only used 100 hours or so. This is the later "Comet Flash" style supply. $249 OBO, this is a little more than half of what they go for new. USPS Priority shipping included at this price!
  3. Sold , was: Here is the next item, it is a Whelen A650-PR wing position light (red cover) and strobe. 28V position light bulb (Whelen p/n W1290-28), but you could change the position light bulb assembly to a 12V (W1290-14, ~$39 new) if needed for a 12V airplane. These are $314 new, a salvage yard will charge you $200, how about the first $149 $99 takes it, plus shipping. USPS Priority can get it there for just under $14. Or, will part out, also have a left A650 with good parts.
  4. OK guys, up for sale ::SOLD:: s a Whelen A500 tail light/strobe with an included 28V incandescent position light bulb (Whelen p/n A510-28) , if you have a 12V airplane you could put in a 12v tail light bulb (p/n A510-12, they are ~$32) if needed. Of course the strobe tube takes the high voltage flash from your power supply so they work with either 12V or 28V systems. These are normally $221 new and salvage yards will charge you $125 or so, how about $99 OBO, plus shipping. These can go via USPS Priority medium flat rate box for $13.95 anywhere in the US.
  5. Thanks, carusoam! Have not started the PhD yet, though. Kinda busy at work!!!
  6. Found it in the Operator's Manual, Textron Lycoming Aircraft Engines, series O-360, IO-360 [etc], p/n 60297-12. Page 3-37, Figure 3-21. "Sea Level and Altitude Performance IO-360-A, C [etc] series: Key takeaways for this engine...WOT is permissible 2400 rpm and above. 2300/28" ok, and so is 2200/27". In my Aerostar I run 2200/26" (turbo normalized) on a Lyc IO-540-S1A5, which is basically 1.5 M20J engines, same compression ratio. For Alex (Raptor05121) do what you need to get the complex endorsement, then find the version of the chart above applicable to your engine, and run it. Next BFR, if your CFI questions your practices, win a few beers (or a comp'ed checkride) using facts and data. Happy Mooneying!
  7. OK, guys, lots of good information here, and some not so good, I am afraid. If you are in this discussion, please go find the threads on Vz that I initiated, and download and read the thesis, here: http://www.openclip.net/Benchmark/IntroducingVz.pdf A full power Target EGT climb at a speed about 1.3 times your published Vy will give the best combination of time to altitude and velocity-made-good to top of climb (which is a lateral down path point, not an altitude), engine performance and cooling, and fuel used to get there. If you want, you can reduce the RPM (only) a little bit to reduce noise in the cabin. A small reduction goes a long way. Even going back to 2650 from 2700 can make a pretty big difference in perceived sound. There is no need to adjust parameters other than target EGT for gross weight, winds, density altitude or anything else. If your airplane engine runs too hot at this condition, it is well outside its design spec for engine cooling, and repairs/adjustments need to be made to the engine full power fuel flow, baffling, cowl flap rigging, or a combination of these. Instructors who still insist on teaching "square" engine management are only perpetuating myths. Even the FAA has specifically addressed this poor practice in the Airplane Flying Handbook, FAA-H-8083-3A, Chapter 11, downloadable here: https://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/airplane_handbook/media/faa-h-8083-3a-5of7.pdf I will go so far as to post the relevant paragraph and page number via a screen shot: I will see if I can dig up the power chart from the Lycoming O-360 and IO-360 series airplanes. By the way, most POHs are awful. See these posts, they are gems! http://www.avweb.com/news/pelican/186015-1.html http://www.avweb.com/news/pelican/186216-1.html
  8. And now we have the answer to the next line of rocker switches: Carlingtech Contura V. Of course we started with Klixon 20TC, then the E-T-A 41-10-P10, now these. Of course the V is not a switch-breaker, so they had to put in circuit protection in differently.
  9. Also still available from our 1977 M20J is this 5 amp rated NAV LITE rocker switch/circuit breaker, Klixon (Sensata) part number 20TC2-BG-5, Mooney part number 930023-001. $75, including shipping.
  10. Still available is this Pitot Heat rocker switch/circuit breaker from our 1977 M20J. SOLD , It is a 10 amp rated Klixon (Sensata) 20TC2-BG-10 switch, Mooney part number 930023-005. $75 including shipping.
  11. The new switch cover was with that switch I bought new from LASAR about 4 years ago. Dr. K wanted it but the body failed sometime in transit to him, so I got it back. I now have a replacement 10 amp switch body and PM'ed peevee about it.
  12. Hi Dev You are correct, the Aspen can't make the position error correction as published in your POH. They complete the wind triangle with one leg being magnetic course and groundspeed, the next leg being (derived) true airspeed (from IAS, with no position error correction) and magnetic heading, and then display the computed winds aloft. True winds or magnetic? Sounds like an exercise for the reader. So you may be getting overstated TAS readouts just as you surmise. However, note that a magnetic heading error (RSM out of calibration) will result in erroneous high crosswinds at 90 degrees to the present track. Easy way to tell if you need an RSM re-cal. I have found the computed winds are way more sensitive to errors in heading versus errors in IAS. One way to check for this is to use the Cloudahoy App. Record the Aspen TAS and winds (and time) on any stable cruise leg, and look at the same time on the Cloudahoy recording of your flight. The Cloudahoy winds are computed from the observed atmosphere at the time, location and altitude of your position, and they are dead nuts accurate. Aspen-reported erroneous high crosswinds are an RSM issue, erroneous high headwinds means your CAS and IAS are fairly divergent as you suspect.
  13. Those are the Modworks STC doors. We have a set on our 77 J. Dennis Bernhard at Lone Star Aero was planning to buy that STC off of Modworks...but I don't know if they consummated that deal. LASAR bought Lone Star's immense mid-body parts inventory, if there is any hope of resurrecting that STC it is in Lakeport!
  14. As I said...."absent economic justification...."
  15. Absent economic justification, if I were going to do an engine mod with this, it would be to put in a Lycoming IO-540-S1A5 (high compression) and the turbonormalizing and intercooling from a 601P Aerostar. There are two decent used FWF engines from a salvage AEST on the Aerostar Owners forum for what appears to be $27k outright. About 277-280 hp as installed, but hold full power to the flight levels.
  16. Joe, you are welcome. In a previous post you said "It's gotta be the prop", and I must re-emphasize that the rotating mass as a whole can and will exhibit different vibrational mode shapes with different props, and you cannot discount an out-of-spec crankshaft counterweight system as being innocent with a "tolerant" prop like the McCauley C212-214 series. Here is how I would proceed. Figure out a way to record the vibration spectrum in flight, and record the conditions. Data are your friends (because the word "data" is plural). Flip the prop install 180 degrees. Go fly again and duplicate the conditions you flew in (airplane weight, cg, density altitude, MAP, RPM, cowl flap setting, everything else as much the same as possible). If the vibration is changed significantly as shown by your comparative data, your issue may not be the prop, it may be counterweights. Hartzell's motto is "built on honor". I think they will be helpful. I do know they went through a number of iterations on spinners with this STC, I am sure it was not cheap, but they kept after it.
  17. Joe, we have a 77 M20J as shown in our sig below. Our prop stops at 6-12 like the picture, and it is very smooth. One item to check that has not been mentioned is the condition of your crankshaft counterweights. If they have been detuned, it could cause the issues you are seeing. John Schwaner's Sky Ranch Engineering Manual has a marvelous write up on this and referrals to Lycoming service instructions to troubleshoot the problem. Here is a link to a page excerpt from this fine book regarding detuned counterweights: https://books.google.com/books?id=JEXnFqVTqJQC&pg=PA426&lpg=PA426&dq=crankshaft+counterweight+detuning&source=bl&ots=dRBcJYb83H&sig=iKac0xO4uIpTvxjyhZV2No8-vno&hl=en&sa=X&ved=0CEMQ6AEwBGoVChMIuPz0u5rNyAIVCMxjCh26hQiX#v=onepage&q=crankshaft counterweight detuning&f=false It is entirely possible that the counterweights could be detuned and still show no symptoms on the previous prop, but be apparent with the new prop due to different resonance characteristics of the new rotating mass, in both magnitude and phase angle. Attached is a copy of Lycoming SI 1012G. Everything you ever wanted to know about counterweights. Good luck! And please let us know what you find. Counterweights and Rollers on Engine Models.pdf
  18. Byron is quite right about the roll axis. The Mooney yoke full travel is fairly small in terms of angular displacement for full aileron travel. Friction in any non-reversible control system is typically a bad thing. Definitely pay attention to periodic maintenance actions with regard to control system lubrication. There are two other things to look for, free play and breakout force. The solid, connected feel very nicely described above is a result of low free play and medium breakout forces. Airplanes with cable control systems (as opposed to pushrods like we have) tend to have some freeplay in the system due to cable stretch and tensioning.
  19. This is probably a good deal, I made a G-243 last for 8 years using a BatteryMinder on it for the last 5.
  20. I replaced these with a piece of of the same hose material, MIL-H-6000 I think. It was fast, easy and relatively cheap.
  21. Oops, sorry about that, I am on a trip and have frankly forgotten if I sold it! I think it is still available. Will update the status Saturday....
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