jetdriven

I ran a wire from the battery solenoid to the baggage door light momentary switch and then it goes through Don's magic box and then it goes to the Whelen LED. And it gets about 22 minutes and then it turns off.

how were you measuring TAS

they werent able to repair a 1987 28V M20J regulator. This also fits the 252

There’s actually a Mooney factory drawing and a retrofit kit for this, but they refuse to sell the drawing because they can’t buy actuators to sell as part of the kit, and the drawing is part of the kit.

Those things are not mandatory and not required for airworthiness.

That antenna is 17 inches tall, which is 4 inches taller than the other antenna and it’s more circular in profile so it’s great for a 182 but not really for Mooney speeds. Plus, I’m not sure it has the offset BNC either and some places will just chop that leg off of stringer, but it’s not really what you should do.

The CI-196 antenna is the only thing you can buy right now except for the ci-122 for the belly, because the 196 has an offset BNC to clear the stringer. Yes, they’re expensive but that’s the way that is. Plus the drag on any one of these antennas is very minimal.

So that adhesive stuff you can try goo gone, I will start with that if that doesn’t work, you can turn it up to acetone or lacquer thinner, or xylene. None of that stuff will really harm fiberglass

We had a new first officer pre-flight a 1900 one time and they had 25,000 hours on it, and the tail number was always the number of the serial number, i.e., 231YV was serial number UE-231. But in this case that data plate and the tail number disagreed, she looked in the book and it had the serial number of the the same as the tail number, so they actually called the factory, and the wrong date was put on the Aircraft some 10 years before that and nobody had ever caught it.

I mean, here’s the thing, call around for the job you want done and see what people are willing to do it for, if you can’t find anybody to install something used or work on somebody else’s wiring, that kind of says it all. You’re free to open up your own avionics shop or do your own troubleshooting which it appears you did and you fixed it so you know it worked out for the best I think. But I spent hours trying to troubleshoot something, such as a wire that was crimped with the insulation under it and wasn’t making contact and we have to eat a lot of that. That stuff gets old.

The results are in. 14th of 50. https://www.airraceclassic.org/results/ A few observations. There were 9 legs. 18 hours of 1000 AGL and full throttle, 2700 RPM, and mostly full rich. Lots of moderate turbulence and 90+ degree heat. They placed 14th of 22 non-college teams. Leg 5 was a killer, a huge diversion around weather which resulted in a 21mph loss on that leg. This stuff built up right in front of them, had they taken off 5 minutes sooner, it wouldn't have yet been there. The top few teams on that leg had around an average of -3mph, so the net loss was 18mph, averaged to 2 MPH over the whole thing. "out of the flyby box" penalties amounted to 1.33 MPH. The allocated flyby boxes are 400-600' wide, beside the runway, and depend on the airport. There were some extensions past the runway for traffic or wider turns which added some time. One in particular was MBY which added 3 miles to the upwind leg before turning, slow traffic executing a VFR landing to the opposite end of the runway. So, had leg 5 gone nominally, no penalties, and some tighter turns on course, they would have placed 3rd. But no race is perfect. Too many variables, unpredictable weather, other pilots, etc. On the leg home, we stopped at Carhenge at Alliance NE, then flew 984NM non stop to TSO in Ohio for dinner, then home. Next week, Airventure Cup race, a different race entirely. Class plyon racing. Run what you brung.

If you cant turn off in 900' in a J, keep practicing until you can. You can even do it with no airspeed indicator @cnoe

Nice cheap fix, you’re gonna be fine

When the handle is stowed, the cable is pulled, and the lever is pulled forward, and the spring is stretched. When you push the little tab forward and the handle pops up, the cable tension relaxes, and then spring, pulls the arm aft to engage the emergency extension Spool with Cable. So you probably need to look at that little piece on the end of the cable that clamps onto the cable just after the lever arm thing is loose or slips yeah it defaults to being engaged.

KFC is pretty complicated system and I don’t think anybody in the past 20 years has installed one of those things. We removed the pitch servo on a KFC150 to get it repaired and the thing has a 9-wire connector to it. And then it cost us 1000 bucks for them to replace a blown transistor inside of it. I wouldn’t remove a working system but you’re not going to find someone willing to install a used system.

I thought they were rivets driven into the spar.

If you’re not hitting the up stop on the elevator you’re letting the nose wheel down earlier than possible.

The tail beacon is compliant as a Nav light but not a strobe. And the enclosed wing tips shield those from the rear so you have to have a rear facing strobe light and this thing goes in the place of that so there’s really no way to get there from here with this Aircraft.

It’s not a POH issue it’s a FAR compliance issue. You’re required to have 360° anti-collision light system. And if you don’t have the tail strobe that takes you out of that and you’re not not allowed to defer it either for daytime. I don’t know who started to install this tail beacon, but they should’ve looked at the installation and be familiar with the rules before they modify the aircraft in a way that it can’t be flown. And the STC says you’re supposed to wire to the NAV lights, but there’s no wire to the tail for the NAV lights because those are the wing tips so now they have to pull the wire to the tail and then they have to figure out the anticollision light problem. Really the thing is the tail beacon really isn’t for a Mooney class of Aircraft is more for a Cessna 150 or some other cheap flight trainer airplane.

It is squarely in the purview of the agency of creating the law. Thats the reason for the existence of it. But the interpretation will not default to these agencies, it will now be decided by judges and perhaps juries. Remember that OJ got off because "lots of people have the same blood type". Anyways, lets see how it goes before we pop champagne.

not holding it off long enough. You can also hold the nose wheel off until 40 mph.

Your plane wont be legal now as it needs the tail strobe to have 360 coverage.

by the time you do the cam and lifters its 15 or 20 grand. Good money after bad. If you want the engine sooner than 2 years, pull it and ship to an overhaul shop that can get to it in a timely manner.

Thing is, now, you’re gonna have a judge that has no experience at all in the subject matter, making making the determination instead of the agency. And you may have different courts and different districts ruling in different ways. So Warbird guys can give instruction in California, but not Texas. Then people are moving the airplanes to California to get instruction. This may not be as good as we think it will.

We got several clients that bought their first airplane, an M20J, and the premium is around seven grand a year. These are low time pilots with a fresh complex endorsement, one had an instrument rating and one did not, but it’s a lot of money.