bradp

Like the MCP up high. Good choice on that.

Does the original machine have a base-plate of prefabulated aluminite, surmounted by a malleable logarithmic casing in such a way that the two main spurving bearings are in a direct line with the pentametric fan?

I have also had my avionics radio relay fail in a way that powers down the circuit. It’s not designed that way but it can still fail that way. I my case one of the spades for the relay contactons had been vibrated loose in the housing by time and the heavy gauge cable pushing down on it. It bent the contactor so that it could not physically touch - so essentially it was in an always “energized” or radio power off state.

If I recall correctly all J and higher had normally closed avionics / radio masters so that if power failed the avionics would fault to an “on” state. I believe the modern panel Fs also had relays but I can’t recall if the shotgun six pack panels had this setup. Maybe an owner can inform.?

The latest revision is an amazing tool with the bitching Betty gear reminder. They will improve night landings as well.

Rep at Oshkosh said it can be done. There are a few identical part numbers.

Or a yearly visit to Oshkosh will bring the same anxiety :/)

One tip is if your plane is coming out of maintenance and you are test flying it, expect to be a test pilot. After paint I had a rigging issue such that the plane wanted to bank hard left. Insta test pilot. The procedure after major engine work was fully decowled engine, inspect. Run up. Inspect. First break in flight (Done by another mid-RR / mechanic). Decowl Inspect Fly home Another time I heard a rattling on landing coming from the empennage. It was a snap on ratchet. I definitely kept that one. Lottery winner?

ForeFlight does indicate your gps position and will show it overlayed onto an approach chart. It will also replay your previous tracks to show position and altitude.

I’ve got ulterior motives Anthony. Going to see about making a 3D printed adapter to use the existing screw mounting set with the RAM visor. If it works I’ll happily make some for the group at cost plus shipping. :-)

Message sent to your gmail Don. Thanks Brad

The new work instructions make reference to the AC 27-23. Should be compliant with that. From what I can tell this process simplified you don’t need a field approval that nobody will look at or a DER for generation of approved / acceptable data. Im reading this as the acceptable data is is the MS/AN/SAE in addition to the data we’re already familiar with (TSO, PMA, etc). So it’s extending the electrical component standard parts idea to other airframe and power plant parts? I /think/ I’m also reading this that a parts manufacturer can use this program to obtain a letter for substitution of one part for another with no need for TSO, PMA, STC. The other thing in reading is that process for acceptance of a substitution letter is supposed to be streamlined through the Chicago ACO as the point of contact for the program. Hopefully not the “we don’t do field approvals” FSDO hodge podge. What’s absolutely needed, maybe with the help of EAA and some tech savvy friends is the formation of a web archive/database that cross references a TC with a substitution part and an acceptance letter so we can all use the Mooney subs, but also have a central repository for other brand P, C, B, etc so we can use their data to submit new for new substitution letters.

Saw this in the EAA news this morning. Pretty cool. It should make obtaining some aircraft specific parts or substituting parts that make sense and work, but are not listed in the TC / IPC. https://www.eaa.org/eaa/news-and-publications/eaa-news-and-aviation-news/news/-/media/6e283e810882480caff007430fed9246.ashx https://www.eaa.org/eaa/news-and-publications/eaa-news-and-aviation-news/news/-/media/6e283e810882480caff007430fed9246.ashx

Without having to totally remove the mag- loosen it. Rotate upwards so you have access. Install sensor. Rotate back. Do please replace your star washers with new ones.

There are a bunch of airline guys on the forum, but reading the “how do I land a CRJ/ERJ/717 etc, my landings suck” threads… in addition to visual cues, the audible fallout is useful for initiating the flare. So it’s one more tool in the tool box. I’ve found that the box is not a new crutch but helpful in of itself. I’d think it would be reasonable to get rid of 61.57 all together with use of a functioning RA or LHS

Hi all I recall Clarence some years back had a few pictures of a rear should harness he had installed in his ? E with some custom brackets. I haven’t seen much more for retrofitting vintage and early J with rear should harnesses. I’d love to be able to get some shoulder harness for the rear seats as the kiddos are growing and the little one is about to be out of her 5-point booster seat. Has anyone used the rear bench’s lower bushing where the lap belts click in with the belt routed behind the seat back, over and back down? Seems like it would be better than nothing and not require modification to the airframe. I suppose geometry would be acceptable as long as the kids are short enough to have their shoulders lower than the top of the seat back frame.

Also… some smart battery chargers do not have sufficient output when in trickle mode to charge through the NATO plug. They won’t keep the relay open… thus they should be connected to the battery directly. I use an old school analog 30 lb HAM radio power supply (about $100 on eBay) that plugs into the nato supply with + terminal connected to the relay pin inside the plug. It works great and is very reliable and safe. I can dial in a calibrated voltage to match my VR charge and I can current limit the system.

I’ve accumulated a bunch of backup and redundancy for AIs over the years. The only common failure point is electricity drives everything Started with an iPad and stratus with ahrs Next we installed a single G5, kept the vacuum autopilot AI in the TC position Then a second G5 as an HSi Then a flight stream 210 (has an ahrs) Then ditched the vacuum AI and installed an RC Allen 2600 electric AI Finally, installed a GDL-52R bolted to the avionics shelf as ADS-B. This also happens to have an ahrs. So I’ve got three primary and backup sources of attitude information, two of which run on their own batteries. I’ve got three additional AHRS redundantly presenting attitude information on an iPad and/or an Aera 660. And I kept the old trusty stratus. I better be able to keep the dirty side down.

Left side just outboard of lending gear and behind the outboard fuel sender on the J. Easiest access point by far.

I got one removed from my J for a garmin upgrade - was removed working condition. PM if interested. Brad

Those look really nice - all the 12 V versions are unfortunately normally open.

Don - I had one fail in the “open” position. The wire to the relay must be 10 or 12 awg. It is relatively heavy for the quick disconnect 1/4 inch paddles on the relay housing. The backside or the paddle itself had wiggled loose in its housing not allowing the contacts to physically touch when the magnet was de-energized. @swsmith I don’t have easy access to the electrical schematics or IPC for your model - but in the link I shared you can clearly see that there are two sets of identical contractors. The control circuit for the relay are the small gauge wires. In my circumstance, we simply swapped the 12V and avionics bus cables to the other side and called it a day. If you can’t find the MB-4413 relay- look at Schneider electric legacy relays. These are simple electrical parts, so there is language in the regs that you may replace with a certified (ie IEEE) replacement component that meets the OEM specifications - you should be good to go. https://www.se.com/us/en/brands/local/serelays/ https://photos.app.goo.gl/zdw5TWQoQCShg3pC9

What are you replacing the vents with btw?

Thanks Mark- that is good information regardless. I was thinking more hypothetically and should have been clearer in my question. Let’s say he he was cleared for the RNAV 14 and there was also an ILS-Z 14 at GAI. He then has a loss of RAIM on the RNAV (or similar) and the localized backed up. He can’t (legally) decide “hey I’m flying the ILS instead now”. The proper thing to do in that circumstance outside of an emergency (91.13) would be to go missed, notify ATC and give resequenced for the ILS. In the hypothetical presented by Ibra, he can’t dip legally below mins on an approach (91.175(c) and 91.123 and 91.119) with the reasoning of “well in now in class G and on a contact approach”. He was only cleared for the RNAV 14 by ATC.

He violated 91.119 regardless of the class airspace he was flying in. Maybe a question for @midlifeflyer- can a PIC (outside of 91.13) change an approach once he/she has been cleared for an approach? It would seem straightforward to be able to select localizer minimums once cleared for an ILS approach - but anything else would seem a violation of 91.123 as well.