jetdriven

I’m still learning about this. It seems the twin Comanche was the first thing to get wide deck engines in 1963 or 64. And then it came from there.

Wide deck didn’t come out until about 1975-1976. Yours is a wide deck engine that IIRC matches the original S/N but that had to be a narrow deck engine originally. But none of the two overhaul records really mention swapping the case for a wide deck. But there’s one on it.

Bob Wagstaff at K&W Aviation in Laporte Texas, T41. I worked out there with Bob and his crew for the better part of 10 years and they know Mooneys quite well. We learned together

And just today he left two totally false reviews of my business website, one from a fake name.

Auto throttles and TCAS are tens of thousands each. A com radio is like 2k. That whole argument is nothing but hyperbole and is designed to blow up the conversation. On the other thread, we’re talking about somebody almost running over somebody in an Aeronca something or other with no radio. And again the barrier to entry is like low enough to where If you can’t afford it you probably shouldn’t be flying. Rental planes have Com radios.

Cirrus are more expensive in Maintenance and insurance than a lot of comparable planes, including Mooneys. Bonanzas too. Even Mike Busch has said this. Whoever told you that was selling airplanes and dreams.

It doesn’t matter if the gear is down or not. NMPG is efficiency. and I guess I bought the right plane first. 14 years and only one.

You really want to measure the load shed configuration then write both the config and the amp draw down. Also, a lot of planes are difficult to tell precisely when the alternator fails. The GI275 is awesome but the only alert is the V displayed is now 12 something and a very small blinking status triangle. It’s easy to miss, and 10 mins of that is 5AH in a 30A plane.

Didn’t someone here figure out it was a Porsche clock for 200$?

Straight in final, or a left 45° pattern, midfield entry, or a base entry, or a midfield Crosswind entry to turn downwind are all standard pattern entries. On one hand, we want to hold the guy with no radio that could buy a handheld and plug it into his headset is perfectly legal to be there, but at the same time we can’t hold that anybody who makes turns to the left in the vicinity of the airport is somehow being a cowboy and being nonstandard. I’m here to argue the less time you spend maneuvering in the airport area and the less miles you fly in that vicinity below 1200 feet is also less chance you have of crashing into somebody because you’re not flying over the airport 500 feet above, (which is also the same TPA as a turbine airplane, by the way,) and then making a right turn in the vicinity of the airport to then line up for a 45° downwind or overrun them because the speeds are incompatible. A straight in final is 3 miles in the airport environment. A 90 midfield left turn to downwind is also about 2.5 miles or so. Crossing midfield to fly 2 miles out and then descend and join the downwind is something like 7 or maybe 8 miles. Consider taking a look at it from that angle.

Those dang unions, I tell you.

The battery must have 80% of its rated capacity or it’s not airworthy. We capacity test every one of them and we throw a few of them out every year. So take whatever 33 is times 80% is (26.4Ah) and that’s what you really have and it still a hell of a lot more than a 35 series compatible EarthX. One more point, the capacity test cuts off at 10V. So you’re guaranteed to run two hours with a 13A power draw with a marginally passing battery.

So who creates the bigger hazard here, somebody who was choosing to fly a Nordo aircraft or somebody who enters a leg of the pattern? As far as I know, there’s really no reason not to have some kind of COM radio. That’s not justification for creating imminent collision hazard. And furthermore, even if you did enter the pattern on the 45 you can still cut off his downwind or run him over in the pattern. It doesn’t mitigate the imminent risk created by an aircraft that doesn’t have a radio.

We put a snubber on a MVP50 fuel pressure and it damped it right out. It previously was always all over the place.

In Texas , two seven is 2 syllables sounds like too semb

Actually, I think you should have two separate alternators and a reasonable battery, but you only have one alternator and in my 1200 hours of flyong my airplane at 14 years. I’ve had 4 alternator failures. Two of the field wire breaking, one was the output wire left loose by the installer which arced and melted away, and one was the output wire breaking. Interestingly we’ve never had a belt failure. And we seen some really shitty belts come through that are still turning the alternator. But it happens, and the alternator is your second electricity source. Sometimes you fly at night, sometimes you fly in the clouds, and sometimes you fly them further than 30 minutes away from the nearest suitable airport, and I think it really matters. How are you gonna click the runway lights on at night to turn them on? . And are you really gonna stop 30 miles short of your destination where you’re based at where you can deal with this problem better? Here’s the deal, bring something to market that’s actually better, and I agree it’s better technology, but it’s simply the wrong size for the application. And the case of the Cirrus it’s actually bigger than the application so it’s like better in every regard, and I applaud those who take the initiative to buy the thing. But don’t try to sell me half a cup of tea at 1.5 times the price. And don’t school me about ADM when you’re not even a licensed pilot at all. Maybe I got this wrong, but I did look. You can look my name up too, It’s there.

Who is attacking who? I would buy one of these things if it had approximately the same amp hours that the battery I have. I think it’s a very valid concern.

If Trio wanted to certify autopilots for Mooney, they would’ve had plenty of interest. They just could not get it done.

Our plane is LED and Garmin everything and it still draws about 15A. My neighbors plane is older and it draws 22A. A 16AH battery isnt going to last 1.5 hours. And its not about droning on and on intentionally after alternator failure in IFR. However, just like reasonable fuel and oil capacity and reserves, the more you have the better you're going to be. Yes you pay a useful load decrease, but I also pay that weight penalty with Bendix 1200 magnetos, and the old-school tractor starter because those things are all bulletproof. More reserve capacity is more conservative. However, VFR, you can fly 2 hours vs 1 hour to complete the mission or to find a more suitable airport for repairs. This just happened to me a couple weeks ago. I would have missed OSH if I had your battery onboard. Instead, I continued to PWK Chicago for repairs, and started it up and proceeded on. Alternator or not I would still been able to go. Also, there's there's no Kathy Nichoson in the FAA Airman registry. I thought it rather unique to be getting flying lessons in aeronautical decision making lessons from somebody who is not a certificated pilot.

I believe they are Rochester senders right out of a ‘57 Chevy

0 ohms is zero. 64 ohms is full. Open circuit is offscale high

the thicker gee bee P-shaped seal wont allow the door to close. The newer one barely does.

Because I want a solid hour of reserve capacity in my plane, and if I load shed aggressively, two. Important in a single engine plane with only one alternator.

If you guys would put those cells in series and parallel and get 30 amp hours out of a 12 V battery you would sell a heck of a lot more of those things.

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