bradp

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.

Having personal minimums is a good thing. For purposes of training and proficiency, us instrument pilots should be able to hand fly a precision approach to minimums every day of the week and twice on Tuesday. The sequence here somewhat reminds me of aspects of this: https://www.aopa.org/training-and-safety/online-learning/accident-case-studies/final-approach

This is a fantastic unit and is apparently compatible with the newer garmin units

Yes this is true Re the 430. The best practice is to select the most logical approach entry point with an IF or IAF designation and use menu, activate leg to keep the other approach waypoints available without deleting them

I’m having some difficulty but looking at this again, it appeared as though the pilot is diving and driving on an LPV mins approach.

How far left of course / what type of lateral deflection ?

I thought about this too. Even if he had an incorrect baro - he still should have been on the GP to (incorrect) DH closer to the runway. If he was doing the LNAV he should not have been lower than the approach mins for that type (980 msl)

I just did AUS to Wilmington NC today. We waited out the cold front but much of the NE was LIFR this afternoon ahead of and behind the system, behind that front is a strong low level shear (I had a 64kt tailwind at 7k 200 miles south of there). On the way down the ILS just now I had to remind myself to aim for L/D max and stay on the front side of the power curve. Got +20/-15. One of those days. LIFR with all that shear ain’t fun. Dark is another complicating factor. Also not sure the path - presumably he was on the RNAV GPS 14... In which case he had a screaming tail wind and was a potential set up for a behind the curve stall wind shear event. Either that or he tried to peak under. Glad they are ok. I’m pretty confident get there itis is going to play heavily in this one given the approach opposite prevailing winds.

Scour the ads here and at beechtalk A I saw one for sale in the last week but can’t remember where I saw it

I have a working when removed trim motor and relay is sitting on my shelf that I can part with if needed. b

Here is a copy of the trim switch wiring Trim switch .pdf

The Lycoming part is 37A-19773-376. It is 7/16 in thick at the greatest (outer circumference). Its outer circumference is 35 5/8". What's sitting on my plane now is the Lycoming. It is made by Gates but has a part number that does not reference to any other Gates PN. The closest sized Gates 7/16" belts are 7355, which measures 36+7/16" and 7345, which measures 35+3/8" outer circumference. They are different in that the Lycoming has an outer fiberglass backing and an internal fiberglass reinforcement, whereas the Gates auto belts are rubber with an internal fiberglass reinforcement only. YMMV.

Hi all, I am working through a charging circuit problem. Hopeful to have it up and running again soon. Alternator has an open in the armature (thank you O'Reilly auto parts). New Plane Power installed but no charge state. We're down to the alternator took out existing 1977 OECO 20082 VR vs internal / external short to ground of the field wire. Given the VR was all over the place on battery power (3v, 9v, 12v), I'm hoping that the zeftronics plug-n-play unit with the trouble light will either solve or greatly aid in trouble shooting. For anyone with a similar charging system issue, the zeftronics install manual has an *excellent* trouble shooting / resistance verification guide. There is also unpublished info about that trouble light blinking frequency (Hz) differentiating between field circuit and power circuit issues that the zeftronic folks were kind enough to share. For those who have an early 12-V J model, here is a copy of the charging circuit, isolated from the rest of the unreadable wiring diagram. Hope this is helpful, Brad Mooney 24-0238 thru 24-0377 charging circuit.pdf

Zero time! Free engine included. Hahahah