wishboneash

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wishboneash last won the day on August 24 2013

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About wishboneash

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    Hobbit
  • Birthday August 29

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    Male
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    :KLVK, CA
  • Model
    '78 M20J

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  1. The advantage to XM is the live news, sports etc if that's important to you. Plus the same subscription can be accessed for terrestrial use with the app on a phone (and has lot more channels). Sent from my LM-V405 using Tapatalk
  2. I have the exact same set up. Sent from my LM-V405 using Tapatalk
  3. I have a couple of questions for the experts on ignition timing. (a) Is it correct that an advanced timing (such as 25 deg compared to 20 deg) make the plane harder to start when cold? The timing on my A3B6 two drive magneto has wandered off a bit to the 25 or 27 deg mark. I don't have much of a problem starting hot, but when cold, it requires at least 2 or 3 sets of cranks. (b) How does the RPM drop change when operating on one mag (either L or R). I notice that the RPM drop is now around 100 or so (used to be 40 or so when the timing was correct). I have the Slick magnetos and coming up on the 500hr and will probably replace the L mag with the Surefly to getter starting performance and the variable timing. Thanks.
  4. The FAA airmen database lists this as *active* pilots (approx 633k) for Dec 2018. Sent from my LM-V405 using Tapatalk
  5. I use a ham radio supply myself when I need to run avionics, test the autopilot etc.. Mine is a variable 0-20V, and 0-30A supply (have to check the make and model, can't remember at the top of my head). Unfortunately the potentiometer has deteriorated so the voltage is not quite settable accurately (so I double check with a voltmeter before connecting to the 3 pronged plug). I use the Concorde batteryminder when I need to properly charge the battery when I am not actively monitoring the charger or if it involves a long charging time.
  6. They don't mention aviation use anywhere on their website. Since it doesn't deplete oxygen outside the immediate environment of the fire, it might be good in a closed cabin. To be verified of course. ---- "Unlike a dry chemical extinguisher that combats a blaze by depositing a large amount of solid powder on the fire, an Element extinguisher fights a fire by releasing a gas. This gas attaches itself to the oxygen surrounding the fire robbing its ability to stick to the chain of combustion (without affecting ones ability to breath that oxygen). The goal is therefore to use the gas coming out the Element extinguisher to create a ‘cloud of containment’ around a fire. Creating a cloud that prevents any outside and un-attached oxygen from getting to the fire is essential and is the same strategy that should also be used with a Halon/Halotron or CO2 extinguisher."
  7. I looked the waveforms from the battery minder while connected to an almost fully charged Concorde battery. The blue and yellow waveforms are two signals across a 2.4 ohm resistor and the pink is the difference between the two. From this one can determine the current going in and out of the battery. Since the battery was almost fully charged the charging pulse was quite narrow (about 10V, 10us wide swing in the positive direction) and probably net zero charge going on based on the current profile (Fig. 2). The pulses are spaced about 9.5ms as in the Fig. 1 picture. During maintenance mode, the pulses are at around 50kHz with a roughly 5V peak-peak pulse amplitude (Fig. 3). The charger is AC coupled to the battery so there is no charging going on. There is very little chance any battery damage will occur (in terms of overcharging the battery) during maintenance mode and therefore the charger can kept be left connected indefinitely to the battery.
  8. First thing I would do after resolving this issue would be to get an engine monitor. IMHO, probably the most important piece of hardware in the plane and part of my scan.
  9. You really can't use the Batteryminder as a DC source to close the relay. In battery re-conditioning mode, the batteryminder puts out a pulsed signal possibly with no DC level (I should probably put that on a oscilloscope and see what the signal actually looks like!). Without the DC output, the relay would open. Hence, we need a basic DC supply to keep that relay closed (it can be pretty crappy), even a wall wart with a few 100mA of current output might work. The grounds for the batteryminder and the relay supply can be shorted together.
  10. It's not a question of the battery minder not being able to power the relay. The relay requires very little current to operate. The way the battery minder works, is that it tries to sense the battery condition before applying power to the battery. Without the relay closed, it won't sense any battery voltage and will shut down. I use a separate ordinary 12V supply to close the relay and apply the battery minder once the relay is closed. Then it will do what it has to do - charge/condition the battery.
  11. Check ground connection. Usually that is cause of most noise/static problems.
  12. To me it's more about the approaches to landing (turbulence in the mountains, time of day), planning entry and the final descent (base to final turn and airspeed). Takeoffs are the most critical where ground speeds can get quite high (controllability), effects of loading, climb performance (temp/x-winds/downdrafts) and choosing the right runway (upslope/downslope etc). Usually I worry lot more about takeoffs than landing. The highest three airports I have done are Truckee, Lake Tahoe and Santa Fe. None of them were difficult in a lightly loaded Mooney. I never landed at MMH, but scouted it when I was driving past. Approaches from the East should be benign. I know commercial flights land both ways after talking to the guy on the field, but winds usually favor 27.
  13. I think caution and identifying the traffic is paramount at uncontrolled fields (and controlled fields for that matter) despite position reports. I have had similar experiences at many airports and have had to delay entry into the 45 because of other traffic in the pattern (such as slowing down, circling etc). And then I would communicate saying that I would follow the aircraft which was supposedly the one I am trying to avoid. One can't assume if you enter on the 45 you are guaranteed separation
  14. Not a Mooney. G3X, GTN650, G5 and GFC500. I was a passenger. Sent from my LM-V405 using Tapatalk