Awful_Charlie

Basic Member
  • Content count

    736
  • Joined

  • Last visited

  • Days Won

    1

Awful_Charlie last won the day on March 27 2013

Awful_Charlie had the most liked content!

Community Reputation

177 Excellent

About Awful_Charlie

  • Rank
    Won't Leave!
  • Birthday June 16

Profile Information

  • Gender
    Not Telling
  • Location
    Yurop
  • Reg #
    2125K
  • Model
    1998 M20M

Recent Profile Visitors

2,183 profile views
  1. I did the 10.2 upgrades with my A&P on both my 440 and 540. The 440 was first and went through fine, then we did exactly the same with the 540 and it wasn't fine - the unit worked as a navcom, the GPS got a position fix, but the navdata wouldn't be recognised. Initially we thought the unit was going to have to go back the the US, but we got a fix in the form of SB 601-00182-040. Glad to say that fixed it, but did required getting the user options dsf file which I have still yet to apply. As to using a battery minder "that never tripped" then the owner of the battery minder obviously failed to read the instructions of the battery minder, or was indeed exaggerating. The current draw on my aircraft with the master and avionics on and all other non-essential services is in the region of 8 amps, so a standard 10 a/h battery is going to struggle to do an hour, adding back 4A with a battery minder is still only going to get me to around the 2 hours mark, so we hooked up another 4A charger to the external port too - even with that the battery voltage had dropped to 25V at the end of the upgrade. Doing the two upgrades as recommended took a little under 4 hours. If you don't understand this stuff, then thoroughly recommend getting your shop to do it
  2. Hope the winds are in you favour Bryan! Did an 1100nm leg last week (crossing a low pressure system, so headwinds all the way) : 7.5 hours airborne - really enjoyed getting out at the end
  3. 1100nm yesterday with up to 35knot headwinds - 30" and 2200RPM just about all the way - needed the help of Jose for that!
  4. Been doing a bunch of flights recently at ISA+25 or +30 and at MTOW, although not often above 1000AMSL - performance seems to be close to book, although keeping engine (and pilot) temps under control has been a challenge
  5. Well, we made it, albeit two days late due to permit problems. Amazing here, but very hampered by the firewall :-( Maybe Google with Zhengzhou or Shangjie will find something (that's blocked here too so no idea what's there, and no email either!) A couple of days more here, then time to start on the way home
  6. Still heading east - vac pump seems to have recovered (was just the engine pump, horizon recovered with the standby), just lots of apologies to Bahrain for the botched landing and go around, and then a substantial mistake on the outbound flight plan.. Quick bite to eat now and then some zeds for an 0500Z departure in the morning for a very long leg
  7. SO far, so good - still on schedule. Might have to replace the VAC pump as it might just have died tonight on arrival - if it has will be on the standby pump for a few days until we get the chance to replace it, but have the Aspen and castleberry too, so only loss is the autopilot if both the main and standby die https://www.flightradar24.com/data/aircraft/n2125k/#d129930 Next couple of days are going to be long ones - probably no update or photos for a few days
  8. Your kid eh? Hmmm....
  9. LRT = Long Range Tanks - not a lot of point in having the ability to load 780lbs of fuel if you only have 800lbs left between MTOW and basic empty weight (BEW ) IPC=Illustrated Parts Catalog - has the parts for each serial number, so you can work out the differences, MM=Maintenance Manual - similarly you can see if there are procedures required on your proposed s/n that you might want to address A MSC can get you the manuals on a USB stick for less than the price of a tank of fuel, and a wise investment I would suggest
  10. It looks like an early one - check for the MTOW conversion (or what it will cost to get it installed) - LRT without that will be limiting Check the engine does have the oil cooled head mod (I would expect so, but expensive to add if not there) Might be well worth getting an IPC/MM to see what has changed in the intervening years and if there is anything there that you particularly dislike. Not sure what the transponder offers - you may need to upgrade for Mode S/ADSB (or accept a ceiling cap maybe?)
  11. Very interested in how you cope with the attitude change for different IAS (and presumably weight/CofG) - I notice a change in indicated quantity between cruising at 110KIAS (normally in the flight levels) and playing the hooligan at 170KIAS (can only do that low down!), and I guess that is going to be more significant having recently added the long range tanks aft of the main spar
  12. Is there not a thermostat for the oil cooler circuit in this model? I'm pretty sure there is on mine (the vernatherm), and it bypasses the oil cooler until ~160 or so
  13. I set the Avidynes up for a 600fpm descent, and when it chimes then dial in 700fpm without touching the throttle - the increased speed more or less cancels out the difference. Still takes 20 odd minutes and ~100nm to get down from FL200! For mental planning without the GPS I use 200ft/nm, or 5nm per 1000'
  14. Why did Boeing put the bulge on the top of a 747? So the pilot can sit on his wallet
  15. Its just a Floscan transducer (on my Bravo anyway, and what comes with a JPI)- they come in a few flavours, but a 201 rings a bell. About 200USD