wishboneash

The FAA airmen database lists this as *active* pilots (approx 633k) for Dec 2018. Sent from my LM-V405 using Tapatalk

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.

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."

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.

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.

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.

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.

Check ground connection. Usually that is cause of most noise/static problems.

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.

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

Not a Mooney. G3X, GTN650, G5 and GFC500. I was a passenger. Sent from my LM-V405 using Tapatalk

Yes, I returned to Dynon and they gave me a somewhat discounted price for the D3. After all the trouble with the D2 I didn't think it was worth going with a repaired discounted unit and they realized that as well.

I had no end of charging problems after a couple of years of decent performance with my D2. They exchanged mine at no cost, but the second one failed within months. It would lose lock even with external antenna. Eventually, I returned the second D2 unit as well and upgraded to the D3 and have been happy with it since. So far so good.

I think I saw your plane at Don's in early 2012 when I was picking up my J. Congratulations.

This is all I could find. It's been chilly in the Bay area with icing levels at a few thousand feet. https://www.msn.com/en-us/news/us/pilot-dies-in-plane-crash-on-mount-diablo/ar-BBTo0bo?li=BBnbcA1 Sent from my LM-V405 using Tapatalk

Perfect! It turned out these two wires were cut such that they were interchangeable. The only two wires on my engine. They were labelled but was missed on re-installation. It was the top side wires for cyl 2 and 4.

Not intending to hijack this thread, but here's a little teaser (happened to me, after annual). I have an Lyc A3B6 201. On run-up or for that matter at any rpm - engine runs fine on BOTH mags. On LEFT mag it runs fine as well (with requisite RPM drop). On switching to RIGHT mag - EGT on cyl 2 and 4 drop immediately, engine runs rough on idle and backfires if RPM increased. Cyl 1 & 3 run normally albeit slight RPM drop. What's the issue? Mags were fine before annual.

Looking at the temperature profile one can roughly determine the location of the inversion layer. In the Central valley of CA it is around 8,000 ft or a bit higher. It should be clear above the inversion layer. The other day I was flying from Castle to Livermore and the temps at 5,000 ft was 27C, just a few degrees cooler than the surface temps. Horizontal visibility was non-existent.

Similar story to mine. I worked with a guy who flew cargo for a small carrier and had his own C-152 back in the early 90s. He wasn't into building time and knew the ins and outs of the system, ATC etc. He had his own notes and print outs which focused on the critical stuff. $40/hr for the plane and $20/hr for his time those days! . I got my licence in 9 months.

Guilty as charged!

Massive thread creep, but try Graham's number for size. It is quite unimaginable. It has some real world significance. [emoji16] Sent from my ONEPLUS A3000 using Tapatalk

It's a contentious topic. I grew up with "maths"

I try to not depend on the brakes. I only really need them for the runup.

I have almost the same set up as yours except I have GTN-650 instead of the 750. The GDL-39 sends weather and traffic to the GPSMAP 696. Plus the 696 plays XM radio which an iPad cannot do.

+1 to Exec Autopilots at KSAC. They fixed my ancient autopilot (Century IIB) while others tried many times. I use them for all my avionics installs. Things must be lot busier these days there with lot of the ADS-B out installs going on.