N9495V

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N9495V last won the day on April 23 2014

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About N9495V

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  • Location
    KPSP
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    N9495V
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    M20C
  1. If you plan to fly IFR i would defiantly install a second NAV/COM. A KX125 would be the least costly option. You should be able to find one for not much more than the KY197. The KX125 doesn't require an indicator and has the LT/RT signal for the Brittain autopilot. Another option would be a non-precision (IFR) GPS (KLN89B, GX50, SL50, Garmin155) if you have space to keep the KY197. Or use the proceeds from the sale of the COMM to buy the pricier Comm/GPS version of the aforementioned units. Instead of a CDI why not install a NSD360 HSI? You can find good used units for the same amount you spend on the CDI. Even if you don't install an ADS-B out transponder, I would replace the KT76A with a Garmin GTX327. For $400 you get a much newer unit with additional features and a more modern look. Even more important the GTX327 has a serial interface to control ADS-B out transmitters.
  2. I replaced the left magneto at the last annual and my A&P took off the battery box for access..
  3. dtmedin is a seller on eBay and M20e owner. He made the RG-400 antenna cable with BNC/TNC connectors for my GNS430W install. Workmanship was very good and price was reasonable.
  4. One of my A&P's friends (fellow M20c owner) thought me recently the perfect method to repair cracks and fill in missing pieces. Cut a piece of fiberglass about 1" wider than the repair and apply superglue by spreading it with your finger moving very quickly. I found that protecting your finger with a piece of plastic works better than wearing gloves. Key is to move "Mooneyfast". Uncle's Don Hobby Store in Palm Desert sells superglue with different viscosity and an activator curing the glue in less than 1 minute. This method makes it easy to line up the cracks and hold them in place until the glue has set. I will post some pictures next weekend.
  5. The GX60 is sold - SL30 still available. Just realized I didn't answer the question regarding Chica's age. She just turned 8 and flies since she is 6 weeks old. Her flying career started sleeping in the strakes of a Long Ez. She still likes to sleep during cruise, but at 6.5 lbs fully grown she doesn't understand all the talk about short bodies being too small.
  6. I was at the Airport and the weather was as bad as I had ever seen it in KPSP. A lot of roads in the Coachella Valley are still closed due to flooding and my pool is about to overflow. Alaska Airlines landed shortly after SAM29000 flew the missed, but it seems Alaska pioneered RNP approaches. http://www.boeing.com/commercial/aeromagazine/aero_12/navigation_alaska.html
  7. I can't seem to be able to get on this forum but I'm interested in your Gx60 and indicator. Please call me at 816-405-6688 or email is daburton@mail.com

  8. Price update & more pictures. SL30 $2800 GX60 & MD41 $1950
  9. Hector - How much cooling improvement did you experience after you did the adjustment
  10. Mooneymite _ Thank you for posting the pictures with the measurements. Do you have an engine monitor or do you you assess your good cooling with the factory gauge? It looks like yours are even less open than the cowl flaps on our 1970. The 1970 has the doghouse as well and I have tried to keep everything as airtight as possible. Does anybody know if there is a difference in the cowling / cooling system between the early models with manual cowl flaps and the later years with fixed flaps. If not shouldn't be the the measurement at least 1.1" per maintenance manual? Also we have a powerflow exhaust and the pipe seems to be bigger more restrictive than the stock and I keep wondering if the cowl flap should be opened more to make up for the reduced area?
  11. Alex _ when I was using solely the factory CHT gauge I didn't have temperature issues at all. "Mysteriously" the engine started running hot after we installed an EDM700 Mooneymite _ I would greatly appreciate if you could give me your measurements at the end of the cowl flaps as indicated in the picture. Interesting point regarding the factory adjustment. It would be interesting to get data points from multiple owners to see the spread. Thank you again for your help. Frank
  12. Our 1970 M20C has fixed cowl flaps and especially in the summertime keeping temperatures down during climb can be very difficult. This weekend I looked at a friends 1963 M20c with manual operated cowl flaps and was surprised to see how big the difference between our fixed position and the full open position in the 1963 is. Researching older posts I noted fellow M20C with fixed flaps reporting satisfactory cooling. Does anybody know how wide the fixed flaps should be open, and lucky M20c owners with fixed cowl flaps experiencing old cooling could you please provide measurement of your cowl flaps opening. Thank you all, Frank
  13. In the spirit of "bonus season" I have decides to do another panel update and will be removing the following radios: Garmin SL30 NAV/COM/Glideslope with monitor function for second COM and VOR complete with tray and connectors $2900 Garmin (Apollo) GX60 COM / GPS complete with tray, connectors, antenna and MD41 Annunciation Control Unit $2200 The radios are still installed in the aircraft and will be removed immediately after they are sold. I will post better pictures later. Garmin AT Apollo GX-60 offers all the capability of the GX-50 IFR Approach certified GPS, but it also adds a very sophisticated COMM transceiver.The COMM section in the GX-60 is a 760 channel radio with active / standby flip-flop. It is possible to listen to the standby frequency while the radio monitors the active frequency for any activity. This is almost like having two separate radios, because you can gather additional information on another frequency while making sure you are not missing a transmission.The COMM transceiver in the GX-60 offers a very respectable 8 watts minimum output (more than a KX-170B, for example). Many GPS/COMM radios are less powerful than a dedicated COMM or the COMM section of a NAV/COMM, but that is not the case with the GX-60.The GX-60 operates with 14-28 volts input. The COMM section of a GPS/COMM often restricts the whole radio to 14 volt operation (or requires the use of a voltage converter). The GX-60 avoids the cost, heat, weight, complexity, and potential failure point of a voltage converter in a 28 volt aircraft.Additional COMM features include: Transmit indication Stuck microphone timeout (35 seconds) National Weather Service channels Internal two-place voice activated intercom Frequency memory - from GPS database, last 10 used, user storage, weather, and emergency (121.50 MHz) Two microphone inputs 12 watt audio amplifier for cabin speaker Regarding its GPS features, the Apollo GX-60 offers an IFR non-precision approach certified GPS Receiver loaded with features, including a high-definition moving map display on a large sunlight viewable screen. The aircraft's position relative to airports, runways, VORs, NDBs, intersections, and special use airspace can be easily seen on the moving map. Operation is streamlined and pilot workload reduced through the use of Smart Keys and an intuitive interface. Airspace and navaids can be added or deleted from the map with a single press of the button. Bright, clear electroluminescent display - This display measures 160 pixels wide by 80 pixels high, and its brightness is controlled automatically to match lighting conditions. This display can be set up to show a moving map, navigation information, and a graphical CDI. Moving Map graphics - The map shows your aircraft's position relative to surrounding database items. This map may be configured to use the full screen, or only part of it. In Full-screen mode, most of the display will show the map, but the corners are used to show the TO waypoint, bearing, distance, and map scale. In Split-screen mode, the display will also show ground speed, track, and cross track error. The map may be oriented with track up, desired track up, or magnetic north up. Map objects may be selected for information or "Direct To" navigation. Ease of use - The GX-60 uses Smart Keys to put the most commonly used features for a given operation right in front of the pilot. The Smart Key buttons are labeled right on the display. This makes it easy to access the GX-60's power, without crowding the faceplate with buttons. Simple navigation is available right away with the "Direct To" function. There is built-in simulation software for learning the rest of the features when you are safely on the ground, and can devote your full attention to training. Pilot-focused design - It is clear that this GPS was designed by pilots. A full complement of E-6B calculations are available. The GX-60 can receive altitude from encoder, and it knows the minimum safe altitude and enroute safe altitude for your flight. The navigation pages are user definable and have auto sequencing. The pilot may store up to 30 flight plans of 20 legs each, and these flights are flown with automatic waypoint sequencing. Up to 500 pilot defined waypoints may be added to the database. Automatic magnetic variation is based on your current position. The navigation computer has the ability to set up a parallel track offset. This unit also has both a countdown timer and a flight timer. Peace of mind - An Emergency Search function quickly displays the 20 nearest airports (other waypoint types are available as well). Even better, the pilot may set search criteria based on runway length, surface, and lighting. With search criteria, time isn't spent deciding about airports that can't be used. The GX-60 may also perform this search around any waypoint. This is useful to know what other airports are available near your destination. Datacard database - The GX-60 database stores comprehensive airport and navaid information. These database cards are front loading, which makes it much easier to keep the data up-to-date. Compatibility - The Apollo GX-60 may be interfaced with an HSI, CDI, Autopilot, Blind Encoder, Fuel Sensor, and external Moving Maps. Two RS-232 ports are provided.
  14. Hello,

     

    Is your GX50 still available?

    Please contact me at bellaircraft1@gmail.com

    Thanks!

  15. On a different note the use of teflon tape for sealing vacuum system fitting is not recommended.