byrdflyr

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Everything posted by byrdflyr

  1. byrdflyr

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  2. byrdflyr

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  3. byrdflyr

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  6. Panel Upgrade Plan 2018 v4.pptx I have a pretty extensive upgrade planned - which I'm planning to do at Santa Fe Aero Services (Sante Fe, NM). If you have experience with that shop, I'd like to hear from you. Good, bad, other? I'm going to remove a lot of working instruments (all work fine except for the old Garmin GPS150), so if you're interested in any of these, take a look at the PPT attached -- the items in red below the panel graphic are being removed, and they'll be available starting about Dec. 15-30, 2018, as the work progresses. I'm going to Aspen glass w/o vacuum system. You can see the plan in the attached Power Point deck. To save some money but get all the functionality I wanted, I'm making a couple of compromises. I've decided to upgrade the GNS 530 to WAAS, and the GTX 330 (mode S w/ traffic) to a GTX 345, to get ADS-B in/out with traffic and weather. I originally planned on an IFD550 (which plugs into the GNS 530 slot with minimal labor, a stroke of genius by Avidyne because upgrading to the GTN 750 requires a lot more labor/cost to install). I'm also very impressed by the Avidyne's features and graphics. For those needing or just wanting to upgrade from an older GNS 530, I think that's a great way to go, but upgrading my GNS to WAAS is going to be about 4k, and the IFD550 is $20k (both w/o labor), and I think most of what you get with the IFD550 is better/sharper graphics and synthetic vision (which I will get with the Aspen PFD/MFD, so don't need to spend the money on the GPS/NAV/COMM. I'm not aware of any really significant feature the IFD550 has that's missing on a GNS530W. I know there are some Avidyne bells and whistles that make some functions easier and faster. but the data feed into the Aspens will be the same. Am I wrong about that? My 231k has the 262 conversion, TKS, dual alternators, and I'd like a very capable IFR platform. Any suggestions on this plan are welcome, because there's a lot of variables, and products on the market.
  7. 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.
  8. byrdflyr

    Wanted TIT/CDT Gauge

    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.
  9. byrdflyr

    Left mag check kills engine

    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.
  10. 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.
  11. 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.
  12. byrdflyr

    Left mag check kills engine

    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.
  13. I'm not 100% sure about this, but I think the RAD (or similar redundant warning system) is mandatory with the 930, because it will continue to display MAP and RPM even if the 930's screen goes dark. I think if you lose the 930 screen, you've got an urgent situation and should land because you lose visibility of critical engine and fuel monitoring, but the RAD will at least give you backup CHT readings, MAP and RPM. I got the impression that the RAD was mandatory if you're relying on the 930 as primary instruments. I'll probably put it front and center above the Aspens.
  14. According to Aspen "All Evolution displays will be MAX-based. The Aspen website says the Evolution 2000's MFD has full PFD instrument redundancy, so there's no need for the vacuum-based AI, or a separate independent electronic AI (e.g., a Garmin G5). You're right, I need to keep the Altimeter because it sends the signal to the altitude preselect system. Aspen offers a preselect system for the KFC 200, but I have a KFC 150. I'm going to explore that, but so far, that's my understanding on the altimeter and preselect system. As for the IFD 540 vs. upgrades GNS 530, I'm sold. Where can I buy a reliable used IFD540?
  15. byrdflyr

    231 vs 252

    OK, answering my own question, leaves me with more questions: according to an article on the Encore in AOPA from 1997, there's this: As it turns out, a modern-day 252 is the answer, according to Mooney. First announced last fall, the new Encore takes all that was good about the 252 and adds a decade's worth of panel and interior refinement along with a little engine tweak that boosts horsepower by 10, to 220 hp. Those extra horses don't really affect the cruise performance, however. Instead, the additional power is needed to lift the 230-pound maximum gross weight increase that comes with the Encore, a greatly needed improvement over the 252. AND THIS The increase in max gross weight required Mooney to run nearly a complete recertification program on the 252, according Thomas A. Bowen, Mooney's director of engineering. To handle the extra loads, the Encore uses the beefier landing gear found on the longer and heavier Ovation and Bravo. The 252 used the same landing gear as Mooney's other short-body product, the 200-hp MSE (soon to be renamed the Allegro). So it appears that the combination of 10 more HP, and beefier landing gear is the basis for 230 more HP, and I'm speculating that it is really more about the landing gear (and perhaps beefier brakes) than the HP. Anyone know how much each of these variables affect the UL calculation?
  16. byrdflyr

    231 vs 252

    What did Mooney do to get the 230 lb increase in useful load from the 252 to the Encore? I think the engine went from 210 to 220 HP, but that alone wouldn't justify a 230 lb UL increase. If you own a 252 (or a 262 Trophy conversion with an MB engine, 252 cowling, dual alternators, etc.), and you wanted to get the 230 lb increase in UL, could that be done through the FSDO?
  17. If they were mine, I'd take detailed pictures of the paint, interior and avionics, gather all of the important data (TTAF, SMOH, when was the last annual, what were the cyl. pressures, etc), and then get in touch with All American Aviation in San Antonio, or some other dealer that sees a lot of Mooneys. Even if you pay them for some of their time, they will know the condition, cost to refurb, and potential market values. I have a 1966 "C" and would be interested in the turbo engine if you're decide to sell it apart from the aircraft. Austin Sent from my iPad using Tapatalk
  18. byrdflyr

    Front Range, South of Denver

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    Flying from COS up to Longmont with Joel Paine.
  19. byrdflyr

    Longmont CO

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    Restaurant was closed, but lots of jumping out of perfectly good airplanes up here, and very busy non-towered airport this day.
  20. So I'm having similar problem with gear (1966 C model). Gear partially lets down, but would not extend fully, and would not retract. Breaker did not pop. Up on jacks, the gear cycled properly several times, then would quit mid-cycle. It started again when you tap on the down relay, or up relay, or on the motor itself. So it could be "dead" spots, or sticky relays etc. My pucks are pretty new, and it was not too cold, so I don't think it's the squat switch. I'd like to send the motor-actuator to LASAR and have George's Electric rebuild, and install the 40:1 gear upgrade, AND replace the up/down relays. All in, that's about $3,500, but I think it would be reliable for another 10 years (periodic inspections/lubrication). Don Maxwell's site says there's a question whether you must comply with the AD and do the 200 hour pull and inspect the worm gear routine if you do the 40:1 upgrade. Has there been a definitive ruling on that? What's the convention?
  21. byrdflyr

    parting out 1966 M20E

    I could use some landing gear relays, PN# 6041H50A (now obsolete); or 6041H53A (newer version), and perhaps the dukes motor/actuator. Do you have those?
  22. byrdflyr

    M20J Electric Fuel Pump

    I have an M20C, and just replaced the Dukes 440-00-21A fuel boost pump at $1000, returned my old pump (leaking), otherwise the core charge would have added $600.
  23. byrdflyr

    How Soon to Retract Gear?

    Remember when looking at the gear retraction tests with the plane on jacks, the engine is not running, so with just battery power, the motor is going to turn more slowly. At 2700 RPM climbing out, your alt or gen is providing more amps to the electrics, and the gear retraction will (should be) faster. Seriously, in my "C" model, it seems to take about 2 seconds max. Gear down seems even faster, so if I pull the gear up, and drop it down, that's about a 4 second cycle, with the engine turning at T/O power.
  24. byrdflyr

    How Soon to Retract Gear?

    Next annual, when your plane is on jacks, watch the gear retraction test. It takes about 1 second for my gear (1966 C with electric "dukes" gear) to fall into place. Say "One Mississippi" and that's the minimum time you actually need to drop the gear. When getting my instrument rating a couple of years ago, my instructor challenged this practice, until he saw how long it takes to drop my gear. But you have to remember to get the gear down if you lost power after getting the gear up and deciding to land on the remaining runway, or another runway in the same environment. I don't know of any other a/c that retracts or puts down the gear as fast as a Mooney. So the CFIs and others out there that are cautious about pulling up the gear with useful runway remaining are right, when they're in an Cardinal, Arrow, or Bonanza. If you needed to put the gear down back down, it would take a while. I'm amazed how long it takes a Bonanza or Barron to retract gear (there are examples on you tube if you search gear retraction test). So I'm of the "positive rate, retract gear" school of thought. If you're on a 8-10k runway, you'll have a mile or more runway underneath your clean belly, but you'll be accellerating and climbing, giving you more safety than gear out would, IMO. I retract flaps at 500 AGL, so usually within 30 or so seconds, I'm clean and climbing at 105 mph or better, assuming there's no T/O minimum or obstacle clearance issues. I live in the mid-south, where airport elevations are typcially under 1000 MSL, and there aren't many terrain issues.