Dan at S43

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About Dan at S43

  • Rank
    Lives Here

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  • Gender
    Male
  • Location
    S43
  • Interests
    Flying
  • Reg #
    N5697S
  • Model
    M20J

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  1. Does this stuff work as advertised? https://www.skygeek.com/phillips-66-20w-50-aviation-antirust-oill.html
  2. You would need to seal the area around the engine compartment to some level, or else the desiccant is also exposed to the environment and will saturate faster than needed to protect the engine.
  3. Technically, Ukraine. Political important aside, Kiev is much closer to Central Europe than Moscow. From other plane spotter's posts, it seems it was in Europe for some time, at least since the proliferation of internet picture posting. Did it ever return to the USA after the Paris airshow? That may be the bigger question. Being European based, hopping to France, Poland, and Ukraine is not a big deal. 2-3 hour flights. Do the European plane spotters have some forums where you can put out an APB to find where it is? If I was you, I would invoke the travel budget, get to Europe, rent a motorcycle, and go track down N7706M :-) -dan
  4. I found the State Air Museum website, and could find no reference to an M22 on display. There is a page with all the outdoor aircraft listed. I don't read/speak Russian, but I do not think they had any indoor planes. http://aviamuseum.com.ua/ua/exposition This is latest image I could find of it, an article in 2014, where it was flown to Russia. Maybe it never left? https://aerovokzal.net/otkryitie-hasidskih-sezonov-v-vinnitse/
  5. @carusoam I am very happy with the G5 install. I also have the KAP150, original spec for this 1983 J. The old King HSI was replaced with the G5, including a new magnetometer in the wing, and a box that permits the G5 to talk to the KAP150 for heading and glideslope. Summary: I lost no autopilot function and gained GPSS. In case you are curious, I also have a 430W which talks to the G5. G5 function is great, and only adds to what the original HSI did. I like that the MFD is there too, in case of AI failure. Partial panel is much easier this way. One thing to watch for, if you tune in the ILS but you have not activated the approach, the needle has to be moved manually to runway heading. Yes, I know it does not change the signal, but I consider it good practice to point the needle to match your target heading. Unfortunately, you cannot replace the AI with a G5 and still use the KAP150. At least not directly. I have seen a J sold here (N7677V) where they installed a single G5 for the AI and looks like the old vacuum AI was moved to the co-pilot side in order to feed the autopilot. I want to ditch the AI so I can be vacuum-free. But for now, that means planning an autopilot change at the same time, and that makes the job pricey.
  6. What about a single G5? When my HSI flaked, that is what I did. There is no technical reason to think in terms of "pair". Leaves money for college tuition and upgrades your panel. -dan
  7. I have dealt with materials issues before. A company I trust, and may be small enough to take interest in your small job is Metals Technology Inc (MTI) in Northridge, CA Phone: (818) 882-6414. Another is Pacific Testing: http://www.pacifictesting.com/ I would start with MTI as I think this is more in their specialty range. Ask for Dan Fitzgerald. Based on the failed parts you found, it does not look like the they were installed per the procedure of one bent up, one bent down.
  8. I may be getting out of my element, but as others have said, the Trig and the KT-74 are supposed to be the same unit underneath. Therefore you should be equally satisfied. Traffic on the 530 uses an ARINC connector. If you do not have one to spare, the Mode-S traffic on the 530 would bump something else. I personally would give up that Mode-S traffic from the KT-74 for most things. YMMV. Ask in advance, and tell him what your priority is in case of connector shortage. The installation was a "while I wait" item within the day (at High Desert Avionics at WJF), so 5-8 hours sounds right.
  9. I replaced a KT76A with a KT74 that works with my 430W for the GPS source. Overall I endorse the installation. It was under 1 AMU for the installation (incl pitot-static check) plus the cost of the unit. It installed without issues. They do need to do some added wiring, as the "slide-in" does not meet ADS-B requirements, just acts as a new Mode S transponder. You need a connection to your 430W and to your intercom if you want voice traffic alerts. It will give you Mode S traffic on your 430W's screen. I got the unit cheap as I was a Honeywell employee at the time, which was my main motivation for this solution. Retail makes Garmin units very competitive, plus there are more options overall than there was in 2015 when I did it. I think having ADS-B traffic in would be a nice plus. I use a portable receiver, but an integrated solution cannot be forgotten at home. -dan
  10. You must also consider the measurement method of the AOA system, not just internal display that you like. Some have mentioned the Aspen integrated AOA that is software based. If done properly, they can work. I think they need to be told of configuration changes, however, like dropping flaps. Some external sensor types are just glorified pitot tubes and are essentially just measuring airspeed and inferring the AOA. In my opinion, it is essential to have an actual moving vane type sensor so you are getting true AOA measurement (ex: CYA 100). -dan
  11. @M20Doc, if this was incorrectly done on each cylinder, can you identify it on the remaining cylinders, other than waiting for a failure? Could you torque check each bolt and stud, and if any had relaxed you know it was was yielded during installation and should be replaced? Or is the only proactive option to remove and replace every stud and through bolt? Another question, since all cylinders were replaced at once, this would not just be the lack of a blanking plate to leave the thru bolts torqued while the cylinder was off? thanks, -dan
  12. @gacoonYou are right. As far as places to break down, Arlington is a good one. There are several shops, but none were open on Saturday. Being close to my homebase at Harvey, I did not feel like making an emergency service call until I could check things out on Sunday myself. And then it worked, so there was not much else to do. Detailed visual inspection of connections, a test flight, and I took it home.
  13. (based on my J experience) What about o-rings in the master cylinders? I have had nicked o-rings where the chrome plating of the piston rod wore. Easy to replace once you have the the panels removed and can reach the cylinders. Standard o-rings inside. It could be that it let air in, at the cylinder, and that bubble went upstream after given time to sit. Also, based on my J experience, when there was a brake system problem with leakage before the cylinders, it affected both brakes equally. This is not an absolute certainty, but I would be biased to find a problem between caliper and master cylinder as the failure was the left brake only.
  14. To give closure to the topic...for now... Got to the plane this morning, and before doing anything, I did a test start. Worked perfectly. Taxied to a good working space, removed cowlings, and check each connector from starter to the solenoid and verified the battery contactor looked good. I verified the little wires at the starter are connected securely as well. Not sure how to troubleshoot a working system, so I eventually flew it and got it hot, to recreate the situation. Still started. Decided to take it home, and just have to see what happens in the future. I will carry a voltmeter with long leads and alligator clips in the plane for when this happens again, so I can see where the volts aren't going. -dan