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Everything posted by N601RX
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In the vertical orientation you will not be able to see the 900 in that position. I have mine directly beside the radio and when mounted vertical the grey text is already starting to fade out. If mounting it vertical on that side of the panel it is going to need to be mounted at an angle facing the pilot.
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I put a 900 in about a month ago. The stc limits the distance from the pilot. If it's to for to the right you will also have a viewing angle issue and be unable to see the grey text on the non primary area of it. It seems the viewing angle is wider if it is mounted on the horizontal orientation.
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I had been looking into the public domain STC's a few weeks ago. There are a few. From what I can tell it requires the owner to write a letter to the faa stating that they wish for them to be placed in the public domain. They can then be obtained by contacting the faa and requesting them. Does anyone have any additional info on this? This seems like the honorable thing for the owner of an stc to do if they no longer wish to support or sell it. With a little urging or perhaps a little money it might be possible to get some of these abandoned mooney stc placed in the public domain. I would be willing to contribute to the effort. Here are 2 examples. http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/77223162C2E0329885256CC10080DB28?OpenDocument&Highlight=sa1-386 http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/6DF096F15C02B8A586256CE20079339F?OpenDocument&Highlight=public%20domain I also found this article where the faa clearly said they did not automatically fall into the public domain if the owner died or went out of business. http://www.ihs.com/news/2006/faa-aopa-aircraft.htm From what I remember reading about modworks, it seems like someone mentioned a bankruptcy was involved, if true would be interesting to know how the assets were officially disposed of. The STC's were discussed here. http://mooneyspace.com/topic/5349-mod-works-inc/?hl=modworks#entry68871
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Concord or Gill--Which is best?
N601RX replied to rockydoc's topic in Vintage Mooneys (pre-J models)
How does Gill even stay in business? Do the have other lines besides their aviation line? I know Concorde has other markets outside of aviation. We use their batteries on our solar powered data collectors. As long as they are not deeply discharged and left that way for an extended time they will last many years. My Concorde was 7 years old when I replaced it because it thought it was getting weak. I still have it 2 year later and use it around the house to power stuff? -
It appears the owner was a member here also. http://mooneyspace.com/user/8747-bxg007/
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The body can recover from a lot of trauma. I have a family member who was hit by a car and had the entire frontal lobe of his brain removed. The doc wanted the wife to pull the plug, but she refused. That was 2 years ago and it was a very long road for him, but today he can walk, carry on a normal conversation and take care of himself.
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With the post he made yesterday, it isn't to hard to figure out who that is. Hope he has a speedy recovery.
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My experience with them 3 years ago goes along with exactly what the posters on the EAA forum are saying about them, and all I was trying to get them to do was drill a cam with the centrilub STC that I had sent them. All they had to do was drill the cam and I would have paid them. They were supposed to do it and return it to me the next day. It took me over 3 months and getting someone who is based at their field to go over and have a talk with them to get the cam back. It turned out that they don't own the STC and they had not been paying the person who owns it for the paperwork for each cam so he quit providing the STC. Every time I called them, they would either not answer the phone, put me on hold, or tell me that they had just finished it and I should have it in 2 days. Many of the employees left during this time period. Another regular member has a much more recent experience with them. There are also long post on the Beech website about them.
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Cowl closure. Is it worth the money?
N601RX replied to Guitarmaster's topic in Vintage Mooneys (pre-J models)
I had tried to order the ARI cowl about 2 months ago and couldn't get anyone to answer my emails. A couple of weeks later I came across a good deal on a real 201 cowl and other necessary parts for the conversion. It's going to be a lot more work than the other cowl mods, but will be worth it when I'm finished. -
Calling on my fellow Mooniacs
N601RX replied to philipneeper's topic in Vintage Mooneys (pre-J models)
Here is a good resource I have used before to save some money when dealing with brakes. Up front there is a cross reference section that shows the pn for each brake component and which aircraft they are approved for. This is very valuable if looking for used parts. Another thing I have found is that many of the Cleveland master cylinders are very similar if not almost identical even though they may have a different PN. For example look on page 60 and you will see the 10-49/A-110-37 master cylinder used on many Mooneys. By looking in the chart on the same page you will see that the 10-49 and 10-54A are manufactured using the same parts with the exception of a spacer and different clevis end. Guess which one is much more readily available and sells for less than half of the other one? The same is true with wheel cylinders (page 87). http://www.parker.com/literature/Aircraft%20Wheel%20&%20Brake%20Division/AWB%20Static%20Files%20for%20Literature/AWBPC0001-14.pdf -
Calling on my fellow Mooniacs
N601RX replied to philipneeper's topic in Vintage Mooneys (pre-J models)
Mine were severely pitted and I had to replace them a couple of years ago. New ones were about $700, but you can buy just the new housing for under $200 and put your pistons and other parts on them. -
It may have just sheared the plastic drive coupling between the motor and pump
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You can also try applying a little side pressure in each direction on the throttle while it is going off and see if it stops. If that stops is then the switch arm can usually be adjusted a little to fix the problem.
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Back in the 60's and middle 70's many of these were produced and installed as oem equipment. Around the middle 70's the oem's switched over to all electric newer systems and Brittain kind of went into a repair mode. New autopilots were relatively cheap and there wasn't much demand for the old stuff. Then new autopilots prices started doubling and tripling and people changed the way they looked at these older systems. Back about 8 years ago an aviation magazine did an article on Brittain and the great value they were. The demand returned, but they had no way to produce new parts. Much of the tooling had been setting for 25-30 years and had rusted or been lost by subcontractors. If your seriously looking for these parts go around to a few of the old school avionics shops in your area that are still left and see what they have setting on the back of their shelves. Take pictures of the parts you need so you can show them what you are looking for. It will take a little work but you can find the parts you need and them send them to Brittain for refurbishment. I did this about 3 years ago and was able to find all the parts I need for the Accuflite, Accutrac, and altitude hold. I dropped them off at Brittain early Monday morning while in Tulsa on other business and picked them back up Friday as I was leaving. My IA and I installed all of it and it worked flawlessly on the 1st test flight.
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This feature can also be used as a parallel to serial converter to feed other things that need a serial interface.
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Which JPI do you have? If its the 900 or 930 then it is supposed to have separate wire that runs back to the master relay beside the battery. If this is the case it will read between .4 to .8 volts lower than what it would if it is connected to the avionics bus. That is one of the 1st things I noticed when I swapped my 830 out for a 900. The 830 was connected to the avionics bus. I also found out that I had been undercharging my battery due to this. I was originally concerned about this and thought something was wrong, but most all of my wiring and all CB and bussbars are only about 2 years old. After looking into it some more I found the Voltage Drop across the components was more than I had suspected. The picture below shows the voltage drop across some of the more commonly used switches and CB at rated load, which they normally don't ever see. Throw in the wire and current shunts and it will add up pretty quickly. V.bmp
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No, I have the later style. I remade the rear and side piece.
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I made some new pieces for my F model out of flat aluminum stock using the old ones as a pattern. You will need some basic sheet metal tools and time. The round parts that go under the cylinders can be formed by hand using a large piece of pvc pipe. The materials cost around $25. I cut them out with a scroll saw and then used a tabletop mounted belt/drum sander to smooth up the cuts. For some of the pieces you will need a small break.
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How old are the mags? When timing changes that much quickly its possible something is wearing internally in the mags.
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Most factory gauges have a restricted fitting installed in them. Some are on the gauge end and some are on the engine end. It looks like a regular AN fitting on the outside, but has a very small opening on the inside. This kind of acts like a filter and prevents rapidly changing pressures. it also protects them from a potential pressure spike if a backfire occurs. I know the 830 I had didn't fluctuate and I'm pretty sure the 900 isn't either. I'll check next time I'm at the airport. You could try removing and plugging the line to see if the problem is Suction or Electrical. You could also try turning it on while on the ground with the engine and everything else off and see if it is stable.
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Another option is to use a black plastic dip. It will leave a rubber like overcoat.
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My 830 didn't move around, and I haven't noticed it on the 900 that I just installed. Do you know if the AN fitting on your engine is a open fitting or a special restricted one?.
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alternator/voltage regulator behavior
N601RX replied to Bob_Belville's topic in Vintage Mooneys (pre-J models)
It depends. At the highest rate the edm only records 1 sample per second, I think the default rate is 6 seconds. Is this enough time for an overvoltage to happen and then go off line before the next sample is recorded? I don't know the answer to that. Also if the edm is wired correctly it gets its voltage directly from the master relay beside the battery. The regulator gets it sense voltage from the aux bus which is connected the master bus which is connected to the always hot side of side of the starter relay which is connected to the wire that goes back to the master relay. The alternator charge is connected back to the master bus. There are numerous CB in this path as well as a current shunt. On my plane under a battery charging condition after cranking, there is about .7 volts difference between what the alternator is putting out and what the edm shows back at the battery. The point I was making above is that Bob said his breaker didn't trip so it is unlikely the alternator dropped out due to overvoltage. -
alternator/voltage regulator behavior
N601RX replied to Bob_Belville's topic in Vintage Mooneys (pre-J models)
An overvoltage event on the plane power regulator will trip the circuit breaker. It uses a crowbar circuit so that the input to the regulator is shorted to ground which causes the breaker to trip alerting the operator that something is wrong. It also has a seperate lamp output that can be wired to a indicator on the panel to alert the operator that there is a problem. -
Avionics Master Switch / Mag Issue
N601RX replied to isaacpr7's topic in Vintage Mooneys (pre-J models)
The other thing I would add to what the mag shop said is to remove all the top plugs. You don't want it to accidentally start up.