byrdflyr

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About byrdflyr

  • Rank
    Advanced Member
  • Birthday 03/16/1966

Profile Information

  • Gender
    Male
  • Location
    Colorado Springs
  • Interests
    Fly fishing, cycling, guitar,
  • Reg #
    N5808B
  • Model
    M20k 262 Trophy

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  1. Upgraded my 85 231K at Santa Fe Aero, and removed these items, all working when removed. Brandon at Santa Fe Aero said he would yellow-tag if requested. Price is equal to or lower than than lowest price I found on e-bay for same unit - so hoping priced to sell quickly. I have several pictures of each instrument - can send to you if you're interested. I'll take returns and refund within 60 days if the instrument isn't working (again, all of these were working properly when removed).
  2. I have a DAC GDC-31 Roll Steering Adapter for sale, which was removed after a panel upgrade completed last February (installed Aspen PFD that now communicates with the autopilot). The unit worked very well in my 85 231k between a Garmin GNS 430 and KFC-150. The GPSS button is lit and you simply toggle between HDG and GPSS. The KFC-150 will then couple with the GPS to fly departure, en-route and approach legs. It is pretty amazing if you've been hand-flying, those, and switch to letting the autopilot fly the routing instead. Reduces workload and makes flying much easier. I"m putting this on e-bay for $1,350, but I'd sell it to someone on Mooneyspace for $1,200.
  3. The problem was me - I didn't have the Aspen PFD on, and that is the source of External Data required for the NGT 9000 to get baro pressure, which is required for the transponder to send the complete package of data to ATC. So the lesson learned is that before doing a system test, turn on all of the interconnected and interdependent devices, let them spool up completely, and preferably, be outside in the clear so you can confirm all the GPS and other signals are being received and transmitted -- then, run systems tests. The disappointing thing is that when I called L3 support, they didn't recognize the fail and make this simple diagnosis. Should have gone like this: Do you have a glass PFD (Aspen, Dynan, Garmin) as source of baro pressure? If so, was that on when you ran the system test? No, then go turn that on and try it again. I spoke to L3 technical support and gave them this input.
  4. Glad that ended without major injury. The end of the runway pavement is 70 feet from the edge of the divided highway, which seems very dangerous to me. I noticed 11 Mooney A/C in the Google Maps picture, and a twin. My guess is that "Freeway Airport" was put there when most tenants had fabric wings. Is there an arresting technology that could work in this GA situation? Either a soft surface, or netting. I might install a tail hook if I had to use Rwy 36 often.
  5. I had a new L3 LYNX NGT 9000 installed in February. On a recent trip from Durango to Colorado Springs, everything went perfectly with ATC - had radar services, until passing Pikes Peak and getting handed off from Denver Ctr to Springs Appch, who told me "you need a transponder to enter Class Charlie" and I said, uh, I have one, a new one. Hmmm. When I got on the ground, I did a system test and it passed. A week later, I was about to depart and the NGT 9000 system test failed, giving me this transponder error message: Ext. Fail (looked it up in the pilot guide, p. 2-12, says: "If a "Fail" or "External Fail" is shown for any of the system functions, then the message "Self-Test Failure" is shown . . . (yep, that message does appear). Page 5-4 of the pilots guide says: An "External Fail" message is caused by a problem with the external equipment input signals. The unit continues to attempt to acquire the signal without rebooting. These message will automatically clear once communications has been restored to the external equipment." What are the external equipment input signals? The antenna? Have you ever had an transponder antenna go bad? I called L3 and spoke to someone (yesterday), who said they were going to call Russ Meyers. I had a GTX327 for 10 years, never a problem, but it didn't have anywhere near the NGT 9000's capabilities or complexity. The jury is out on the L3 and whether this will be resolved quickly, and under warranty (it might not be a problem with the NGT 9000 at all). I'll keep you posted.
  6. The POH of my 1985 K model says: Vfe - Maximum Flap Extended Speed - KCAS 109 (KIAS 112) - "Do not exceed this speed with flaps in full down position." The gear speeds (VLE and VLO) are both 132 KIAS. Gear retraction speed is much slower - 107 KIAS. I think just about everyone will, at some point, forget to retract the flaps or gear. I have not seen any posts confirming damage resulting from flap or gear overspeeds resulting from the "after takeoff" scenario (gradually building speed) - which I think would be very different than an overspeed dumping the gear or flaps into the wind in the approach phase. Does that make sense?
  7. Does anyone have a W&B Calculator set up for a 231 on Excel? I realize each needs to be customized based on the a/c's actual data. Just looking for a good head start. One thing I'm trying to do is calibrate against the default 252 Encore W&B profile in Foreflight.
  8. You are absolutely correct. Just spoke to James Puck at Aspen. The MAX units will not be certified until some time in 1st half of 2019, so I will need to retain the AI and vacuum system for now.
  9. I may have an instrument for you. Do you still need it? I know it's been 2.5 years since you posted this, but thought I'd ask.
  10. It was not intermittent. Did it every time (twice) until re-connecting the wire terminal w/o braided insulation trapped in the connection. That fixed it.
  11. As I was ordering the EDM 900 just yesterday, I had the option to add a fuel pressure sensor ($400 option), and because the K's never had fuel pressure, I opted not to add it. My sense of it - if you can see GPH, MP, RPM, . . . and you can hear if the engine is running normally, so I'm not sure what more fuel pressure readings are telling you. In my M20C, I turned the fuel pump on at idle rpm, and the pressure reading would go from 4 to 6, so I knew the fuel pump was working. That's all it did for me.
  12. You are correct. Confirmed today that EDM 900 has the option of including a single warning light that can be installed front and center and will illuminate when programmed parameters are exceeded. The EDM 930 has the RAD, which is also optional, I'm told, but it comes in the box when you buy the unit. You cannot get the RAD with the EDM 900.
  13. I had the same thing happen. The problem started as mag check, and no drop in RPM at all. Found a broken ground (P wire?). The fix, put a new terminal end on the P-wire and reattach. Surprise, mag check, 1st detent, normal, 2nd detent, engine dies. Problem was the mechanic trapped some of the wire insulation in the new terminal with the hot wire, so it grounded out the mag, and when running only on that mag, the engine died.