kortopates

By "drop in" I mean LEDs that fit the existing sockets for incandescent bulbs - am i using the term wrong? To my knowledge this only exists for the landing light. Including the word "bulb" clarifies that, since this thread was about the entire fixture till Phil brought up bulbs above. But AFAIK I have not seen a truly approved LED replacement bulb, just LED bulbs that claim to meet the FAA requirements which does not make them approved. But Phil above has been very reliable so I am looking forward to hearing what he found. Sent from my iPhone using Tapatalk

The legal drop in replacement has been mentioned many times in these forums. For starters see the second post above on them. Then you can use the search function to see pictures and videos. One caveat, they are true drop in replacement for the common A650P &G's - if you don't have those you'll have to compare footprints and mounting holes. Sent from my iPhone using Tapatalk

AFAIK you won't find a Mooney drawing for the tools. But people have duplicated them and cheap knock-offs abound on EBay. There not expensive. Sent from my iPhone using Tapatalk

Best left to someone who is experienced with it and the SB. More than the spring may need servicing as well. Sent from my iPhone using Tapatalk

Very nice Don. I am deciding myself between the your ESI 500 and SAI 340 and wondering if the extra cost of the ESI 500 is worth it for the backup GS. I am sure it is, but this all adds up$$ I was a little surprised by your comment about no certified backup nav because my interpretation is we have the raw data and CDI directly on both GPS's. What we're really lacking is a backup GS indicator if the G500 goes dark to do precision approaches. Although another CDI head could also fill that role, I certainly agree the ESI 500 is the far more elegant solution!! I am envious and I am seriously considering it - just $$.

Hi Steve, I don't know how many hours you have on that mag but based on what I've seen in the past I would take advantage of having it off to get it opened up and inspected and at least re-timed internally. Your unpressurized mags should go 5 yrs/500hrs without servicing, but beyond that they should be inspected. Frankly if both mags were near the 5yr/500hr I'd do them both. (I pull my pressurized mags annually because they are much more prone to internal corrosion from moisture being pumped in.) With a 2 sec data sampling rate, which is great, you should do 30 sec's per key position. That gives 15 data points but we also need time to see temps stabilize. 10 seconds is just not enough time. Even though 30 sec may not show much improvement, the added time is important to show any possible misfire. Its normal that you will see less of a rise going from the Bottom plug of cylinder to the Top plug of the cylinder. The bottom plugs generally give a higher rise because combustion on the bottom only plug is not as thorough as combustion on the top plug which is generally cleaner, free of oil etc. As a result, combustion is slowed on the bottom plug only and as the exhaust valve opens up the EGT probe is seeing the incomplete combustion continuing as it the gas is exiting resulting in a higher EGT rise. So a drop in EGT rises from bottoms to tops is normal. But what is not is seeing less than a minimum rise of 50-75F rise on each plug when operated on a single mag. We measure that from the both position to the single mag rise.

Whelen has FAA/TSO'd approved LED combination Navigation & Strobe lights. Google Whelen Orion 650 lights. They are available in a model that sits outside of the wing exposed to the elements and also in model enclosed in the plexi wing tip. They are approved for most of the vintage Mooney (and i expect the C model - just not the modern ones but that is not a big problem). There are several threads on these lights in Mooneyspace already, some showing installs and video's of them turned on.

There is no validity in comparing the two peaks between Left & Right mags. What we actually do is look at the Odds as a group and the Evens as a group, since then we are looking only at tops on one mag and bottoms on the other mag. If the Odds Tops match the Evens Tops with the Odds Bottoms matching the Evens Bottom - then we know the mag are timed together or not split timed. The EGT rise comparison is between Both and Left and Both and Right. For that we are looking for a 50-75 EGT rise or more. But your data is too short to be useful. It looks like we only got 3 data points in each position before changing it. We want to see at least 10 data points on each position to allow temps to stabilize so with a 6 sec data sampling rate you want to use a full minute on Left, Both and Right which totals 3 minutes. Do this LOP after a Gami spread or since carbureted get it as lean as you can without any roughness - i.e. enrich just enough to be smooth. More details here on how to do the test as well as how to interpret it: https://www.savvyanalysis.com/articles/in-flight-diagnostics Or you can always click on the button to request analysis.

Ouch!! I can't even imagine the pain and I am an avid MTB rider myself. Great cardio. Hope there is no long term damage. Sent from my iPhone using Tapatalk

You are right, I apologize. I had been setting in the lobby of the urgent care place down the street with a banged up knee for over three hours, I was in a pissy mood... Wow - sorry to hear about the knee. Hope it gets better soonest! Sent from my iPhone using Tapatalk

It shouldn't matter. It should change with the press of the button. My guess is your button may be sticking. Sent from my iPhone using Tapatalk

I am sure your plane has the required instruments for IFR. I think the question is concerning navigation equipment. Personally these days I can imagine not having a WAAS GPS. Without it you are severely limited. Otherwise IMO I would just stick to climbing and descending through thin layers with VFR ceilings. Additionally with how easy it is to have wx in the cockpit with an iPad and ADS-B there is really no excuse not to have it. Then it just boils down to how you want to get there. Sent from my iPhone using Tapatalk

No doubt that one can earn there Instrument Rating in an accelerated fashion over an intense 10 days or so devoted to developing the fundamental skills to fly via instruments and partial panel. The downside to accelerated training is the minimal time if any devoted to aeronautical decision making and weather. Their is no other rating where ADM and knowledge of weather is more vital. A student that does the rating on a slower but consistent training schedule is more likely to see lots of different weather and spend much more time discussing the weather risks and means to mitigate them with their instructor and thus be far more advanced in their ADM, weather interpretation and risk analysis skills than the accelerated program graduate. Perhaps someone that is savvy enough to realize this is going to be extra cautious after getting their rating in 2 weeks with a large amount of time in the simulator and likely not a bit of IMC. But in actuality IMO accelerated training is most attractive to busy successful people that are the most self confident to a flaw and most likely to push the envelope right after they get their ticket. Maybe some of you remember such a Mooney pilot from a few years ago. A very successful business man got his rating through PIC in time to travel to a Wedding in Jackson Hole shortly thereafter. Although his instructor advised that was a very serious trip for someone with so little experience; especially in the mountains. Initially he had the good sense to fly commercially back home when a winter storm was passing through, but when his commercial flight was cancelled for a maintenance issue his plan B to get back to work on time was to depart Jackson Hole in his J model in a snow storm with 3 young sons on aboard. I forget how long it took them to find the downed plane but it was quite awhile. But after reading the NTSB report and going through all the witness files etc it was clear this guy had learned very little about flight planning and weather hazards and perhaps too much ego blinded him to his and his planes limitations. Sadly his sons paid the price. Certainly not every PIC graduate is going to be so foolish, and that was not my point. But given this guy was very bright, I've thought if he had the opportunity to learn more about weather and especially develop better ADM skills over time with an instructor that he may have acted more wisely than he did. But we'll never know except that he had very little opportunity to learn any of that in such an intense training environment dedicated entirely to passing the exam without room for anything more.

I don't believe he does. His kits are available from Spruce so you could check there. I don't see how it would be relevant though since he is selling standard baffle seal material that you can also by from spruce and elsewhere, plus he includes the hardware to install it. All he is doing is cutting the material to match the originals - which you verify as you install. His kit just saves the time of cutting them to match your originals. Sent from my iPhone using Tapatalk

Yes, there is a Bendix part no specified in your M20K IPC. It is available from Spruce. But cheaper than getting a new switch is to get a switch rebuild kit - which I don't think Spruce stocks but available from many sources. The kit replaces all the internal contacts in the switch and will resolve any electrical issue. It's easy to do too. Sent from my iPhone using Tapatalk

Suggest you Review your JPI configuration parameters in program mode. There is a setting for which type of probe you have installed. This allows the JPI to work with other types of probes (I.e. Both J and K type). So you need to be sure your configuration is set properly for the type of probes you have installed - otherwise the indicated temp can be a 100F off. Regarding spark plug gasket probes - they can read either 30-50F High or Low. We see them both ways. Because of that they are really worthless and should be replaced by an adapter probe that piggybacks onto the OEM CHT probe to provide an accurate temperature indication. Sent from my iPhone using Tapatalk

I understand you're saying it's not always the geometric center of all the runways as the AFD states behind their definition of the lat long coordinates? Interesting, I have not seen such an exception yet. Could you point me to one. Thanks Sent from my iPhone using Tapatalk

Great news and I think you got lucky! Was this a cannon plug by the sonalerts or elsewhere?

That is an excellent point about the engine mount. Not only will a ty-wrap chafe it but chaffing is greatly accelerated in the engine environment unlike other areas of the plane because the engine is vibrating. When an Adel clamp won't work for clearance reasons another acceptable way to use a try-wrap is to place a section of hose entirely around the steel tube so that the hose is between the tube and try-wrap. Speaking of this, the factory does something very similar with the brake lines on the tubes of the gear were clearance is tight. but rather than using hose they use something more akin to tape. Sent from my iPhone using Tapatalk

Maybe I miss understood but I thought that was when it "clicked" - pulling it up to close. But the idea to measure a voltage at the same time it makes the click noise. It's hard to believe it could do that without at least a small voltage on it - but I am assuming too small of one to cause it generate its normal tone. Sent from my iPhone using Tapatalk

How did you account for winds aloft? Sent from my iPhone using Tapatalk

There is no measurable voltage at the Sonalert. When I pull the breaker, it goes away. When I short across the terminals it goes away. If there is stray voltage, it's got to be coming through stall circuitry. The dome light circuitry appears normal. There is no change in the sound with turning the dome on or off. Are you measuring with the stall vane closed/up? That switch has to be closed to complete the circuit and get your click noise (from what I understand you said earlier) Sent from my iPhone using Tapatalk

They are different entirely with different kinds of Sonalerts. The stall is a continuous tone while the gear is a pulsating tone. If not then you'd have the wrong unit installed. Sent from my iPhone using Tapatalk

Can't be a Sonalert - they don't generate their own electricity. Since the circuit is picking up some current from somewhere I would be looking for a chaffed wire. I'd start by seeing if the voltage is measurable at the Sonalert (obviously with master off) and then start tracing back. Without a measurable potential at the Sonalert to have a signal to narrow it down it could be really hard to find. Sometimes evidence of arcing will highlight it. It seems plausible the dome light power wire could be the source hitting the Sonalert circuit somewhere. Good luck! Sent from my iPhone using Tapatalk

I can't follow the photo from my phone but I'll add to the above that nothing should be tied to something moving unless it's moving with it. Nor should anything be allowed to rub up again something; that leads to chaffing as you well know and should be corrected. Sent from my iPhone using Tapatalk