takair

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About takair

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    Won't Leave!
  • Birthday 11/04/1968

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    http://Www.flightenhancements.com
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    flytakair@yahoo.com

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  • Gender
    Male
  • Location
    Oxford, CT
  • Interests
    Aviation
  • Reg #
    N7125U
  • Model
    M20E

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  1. Directional indicator drift

    As Mooneymite said, the steel tubes become magnetized and cause compass errors. They can frequently be corrected with a proper compass swing and a correction card. The magnetism does not affect the DG, but may change your reference and cause it to look like drift. As an example, if you set your DG while heading north, but then turn east, your DG May appear incorrect unless you check against the corrected compass. Turning things like the landing light on or off can change the error as well, so you need to know the condition under which the compass swing was done. The best way to check for dg drift is on a long, straight cross country while tracking the GPS. A really good DG can go 30 minutes or longer without requiring adjustment. If you start making corrections of more than 5 degrees every 15 minutes or there is a trend of degradation then something is changing. If the vacuum system and hoses are good then it may be bearing degradation in the gyro and you are prone to it tumbling, which is no fun if you are IMC. Often a tumbling DG will just spin like a top.
  2. Directional indicator drift

    I recently used Century Instrument for a turn coordinator. Good customer service after I had a problem with the first one. Don’t know about the longevity yet. You may also want to look at new. Every so often the new prices approach overhaul. Also, look at outright or exchange units to speed things up.
  3. Directional indicator drift

    Too much vacuum could be a sign of not enough flow. While vacuum is a good indication of health, the gyro also needs a certain amount of flow. A kinked line or plugged filter could reduce airflow and reduce gyro speed. Check under the panel to see if the line to the DG is kinked. Mooneys are also susceptible to compass error. So be sure to verify it is not a directional issue. More maneuvering will also cause some drift. For example, if you are out doing air work, vs point to point cross country.
  4. ADSB Tracking

    It does. At least the mid level one has tracking. Need to bump up one more level for logbook, but the tracking works well enough.
  5. I've been getting it too. Sent a note to Steve at Open Flight Solutions, aka FlightBox. He confirmed he had reports as well and opened an engineering ticket with Foreflight. I had sent a note to Foreflight as well, but since they do not support Strtux, they only pointed me to the forum. Anyway, hope they can resolve this. Stratus is nearly useless in this state.
  6. Batteryminder M20E

    They make a small adapter, but I think they stopped including that in the aviation kit. You can still get it for their automotive products. That small connector is small enough that you can mount it adjacent to the external power plug such that when you open the external power door, you can plug in. I don't have pictures handy, but PM me if you want more info on this option. Important to fuse this in case it shorts.
  7. Interesting topic. Just last night I saw a plane approaching to land with a strange flashing light sequence. As it rolled out, I realized it was a bonanza with flashing nav lights. To top it off, the flash sequence was odd too. It was easy to see, but the red nav light was confusing due to its position. Was wondering if this was legal. Had never seen this before.
  8. Switching to fullest tank on landing

    I have a 30 minute reminder set in one of my GPS's. It is automated from lift-off, no need to manually start. Every 30 minutes I get a message. That generally keeps me in the loop and tends to keep tanks even. For landing, it really depends on when I last switched, what I am flying over and how much are in the tanks. As I get toward the 1/4 tank point, or under 10 gallons, I am much more careful to be on the fuller tank for landing. At a minimum, like Skates, I try to make an informed decision on which tank to land on.
  9. Muffler

    I would call Dawley. As I recall, they include them with a new exhaust and I think they could almost sell you the entire exhaust for the price of what you were quoted.
  10. My new E

    "What is required for the log book entry?" https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_43-9C_CHG_1.pdf 5d touches on repair station data, so there is a possibility that any work done by a separate repair station are not in the log book, but with invoice records. In these cases, the invoice/work order is as important as the logbook. A good logbook entry should reference such a work order.
  11. My new E

    Clarence Long time A&P/IA working for an OEM now in engineering. I believe the records must be kept for 5 years, this is typically written into the ops spec. However, in this case we don't even know if a repair station did the work.....in fact, if they did, it should have been logged as such. You yourself just said that most US log books are a joke, so I think you acknowledge it is hard to decipher what was done in many cases. I don't disagree. Like a lost log book, I think bad entries depreciate the value of some work accomplished and thus the plane. i have often come across entries that are vague purely to mislead. I agree it is speculation in this case if the failure is in any way related to the work or lack of. However, the log entry does not comply with the AD. AD 2004-10-14 references SB475C which specifically talks about the wording of the log entry and some key data to include: A logbook entry, specifying the final bolt torque, verifying that the lockplate was properly bent in place against the bolt head and that the inspections and rework required by Lycoming Service Bulletin No. 475C were accomplished, should be made and signed by an authorized inspection representative. Picky, maybe, but an AD is a US regulation.The log entry also does hint at engine removal since they say "reinstalled". (in reference to your previous post that this is not required). I want to emphasize that in my case I am not speculating that this is the cause, but to me more information would have been better. The AD itself was to correct deficiencies in SB475C in this particular area and not necessarily emphasizing 475C over 533C. I would certainly hate to tear down my engine because it hit a blade of grass, but if it struck pavement with enough force to bend the prop, it may be appropriate....either way, it might be nice to document the decision making for future owners and so we wouldn't have to speculate as much on Mooneyspace (lol).
  12. My new E

    I don't disagree, but the wording could have been a little better for such a significant job.
  13. My new E

    I think N6758N might be saying that the wording is strange. That log entry seems to be addressing the leak check and is worded as if another entity may have done the tear down. The way it is worded, I would have expected a previous entry indicating engine tear down, assembly and installation IAW with the AD and the MM. Maybe someone was just trying to conserve ink.
  14. Buster, Thanks for sharing. Your article did remind me of a scenario that has bothered me and you brushed on it. I have had two nose wheel flats upon landing in my Mooney. It is near impossible to taxi, and in one case I was not able to clear the runway at KSAV. That airport has a tower and moved traffic to the other runway. Fast forward to my current airport, KOXC. The tower closes at 9pm, it's a dark airport, limited or no after hour services.....and lots of jet and turboprop traffic in the evening.....and one runway. My what-if: what if I have a flat after hours and am not able to clear the runway? I think I would stay with the plane with the radio tuned to CTAF, and start dialing phone numbers.....FBO, airport manager, etc. Any thoughts on how to handle this any different. The hazard is an aircraft landing and not seeing the aircraft on the runway until too late.
  15. Happened to me two weeks ago...it was a dead gyro.....worn brushes. On the other hand, I have also had it happen due to a dead battery, they can fail like you described. How old is it and what type? Unfortunately, the Gills only seem to last two years in recent years. Concords tend to do better.