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Bob_Belville

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Everything posted by Bob_Belville

  1. At @AGL Aviationa fixed priced annual for a M20C-J includes 5 more hours than a SR20 and a M20K gets 2 more hours than an SR22.
  2. Don't know if this would help. The cover pic does show a set screw but I guess you've progressed beyond the obvious.... https://www.bendixking.com/en/~/media/bendixking/files/006-08256-0004_4-kcs-55-55a-ki-525a-pilot-s-guide.pdf
  3. Is the shaft moving or just the knob? Is there a set screw? (I am commenting w/o knowing anything about design the particular device.)
  4. In 2001 the standard avionics in a SR22 was dual 430s. If the pilot had a moving map with terrain I don't suppose he'd have flown into a dark mountain.
  5. The Cirrus was a 2001 model... wonder what the original radios would have been if not upgraded?
  6. Anthony, my 2 back seat headsets are DC H10-30s. They go back to my first M20E in 1977. As related here some time ago, DC refurbished them to new condition in 2012 when I started back flying. At that time Customer Service apologized for charging me... explaining they were after all out of warranty by 30 or 40 years.
  7. I recently received a 50 year AOPA membership lapel pin from them... but no socks! Don't ya just hate it when the newbies are treated better than the faithful.
  8. Some folks here may know that I am a fan of David Clark Company, Worcester MA. "An Employee Owned, American Company." Founded many years ago by David Clark who trained his employees to "take care of their customers". https://www.davidclarkcompany.com/ Even though their headsets are incredibly tough I have had a few occasions to deal with their Customer Service folks. They've always gone beyond my expectations and did it happily. Today that was Joanne Nissen, Senior Customer Service Representative. When we started up the plane yesterday morning at KMRN I discovered my DC One-X set could neither receive nor xmit. I found the cord was broken out where it connects to the ear piece. I suspect it got crushed by the seat track. I swiped Nancy's DC Pro-X and we flew to 6B6 for Thanksgiving with our daughter's family. Since the DC factory is only a 30 minute drive from Sharon's house I arrived at the factory at 11:30 this morning. Joanne took the headset and my phone #. They'd work on it and I should come back after lunch. When we returned at 1:30 I was given a brand new headset as replacement. Since mine was bought at AirVenture 2016 DC-CS view was that it was too new to fail, apparently for any reason. Once again DC managed to exceed my already high expectations.
  9. I set my 930 back in 2012 when it was installed by the book. It has to be done in flight with reference to the Owners Manual power settings. It remains very accurate - I've never had to change the constant.
  10. @AGL Aviationhas ordered parts this week as well.
  11. @M20Doc... Those two tables are (slightly) different. Perhaps the second column in Table 1 is rounded off. 70 mph is actually 60.87 k which might be the reason the top chart has 60 k = 2.35" and the bottom has 2.47". we're going to scribe a 3' scale for use with tubing loop and bp bulb per @DonMuncy's. We'll use the data above to scribe the scale from 50 k to 220 k. From the c/l of the scale each "speed" will be marked by lines 1/2 the inches of water about and below the c/l. E.g. a pair of lines, one 4.74" above and one 4.74" below the c/l will be labeled 120 k. To use we'll adjust fluid so that the columns line up with the c/l. As pressure is applied the speed can be read directly as the fluid levels move up on one side and down on the other. I am no doubt reinventing the wheel... whatcha think? (My browser won't open the link...)
  12. @adrian, hijack away, this thread was always intended to be tongue in cheek fun. Good luck with the sale.
  13. 1.3 x Vso at gross for my E is 65 kias (75 mph ias). That's fine for final but unless there are petty gusty I want to be slower to cross the threshold. With an AoA, which automatically accounts for weight, 1.2 Vso (60 kias at gross) will greatly reduce needed runway. The first taxiway at my home drome is about 1750' from the threshold. I was concentrating on being on speed and made that turn easily yesterday but routinely I'm too fast.
  14. I'm not sure but It might be easier to remove the SoS on a vintage Mooney that has not changed windshield to 201 style and still has avionics access panels in front of windshield.
  15. I use AS W100 (and CamGuard) year round and add about 1 quart per 7 hours which is higher than many here report.
  16. On my plane, a M20E with SoS, we replaced the the left mag and disabled the SoS. The start key was not changed out and works the same as before from the pilot's perspective. I think there was some change to the wiring to/from the switch but @AGL Aviation could answer that detail.
  17. Don, I understand re excess pressure. So you move the metal scale, with the magnets holding it in position, to set zero on the lower fluid level and read the delta. Easy enough. My BP arm band bleeds air, as it has to, and does not hold a pressure. I guess I don't know where the bleed air escapes I don't think it is at the bulb or the relief valve.
  18. FWIW, there are 2 Mooney getting annuals at @AGL Aviation at the moment. I put my apparatus on both. One has only a mechanical ASI, the other has 3 ASIs a mechanical ASI, an Aspen, and what I think is a KI 300. Except for the KI 300 the others were within 2 kias of each other. The KI 300 was about 5 kias lower than the Aspen and the mechanical ASI in the same panel. I intend to build a water column devise like @DonMuncy and the data provided by @M20Doc.
  19. @DonMuncy Don, very nice. Is that a standard blood pressure machine bulb and relief valve? If so how do you hold the pressure when you get to the desired pressure?
  20. Where does the Aspen get GPS ground speed? From its own GPS or from the Garmin 750? Or is it vice versa? I assume TAS as displayed on the Aspen is calculated from the ias adjusted for alt and oat using a built in e6b, right? The wind direction and velocity is a geometry calculation, also e6b stuff, from the heading and the gps gs vs the tas. Correct?
  21. So, I built a device to compare ASIs the uses @M20Doc's suggestion to roll up tubing to increase and hold pressure and an ASI from @AGL Aviation to use as reference. The apparatus is a "T" with one branch to the control ASI, one to the plane's pitot, and one to the long 1/4" tubing to roll up to pressurize the system. The end of the line to the pitot is 5/8" id tubing and covers the whole tube sealing the pitot drain hole. (My control asi is not necessarily dead nuts correct, it's just a third reference.) Turns out the Aspen is slightly lower than the control and the bu asi is lowest: speed (KIAS) control ASI Aspen BU ASI 50 50 48 60 59 58 70 69 68 80 78 75 90 88 85 100 99 95 (The control ASI was for a slower plane or helicopter and it only goes to about 110 kias.) The diverging relationship between the Aspen and the BU ASI continues at higher speeds. I took a couple of pics yesterday in level flight at 4500'. The Aspen is showing ~145.5 kias while the BU shows ~139 kias. We're suspecting the bu asi is failing and might be leaking. Fresh thoughts?
  22. It seems that if I don't drop by my hangar and @AGL Aviation (it's 10 minutes from the house) every day I miss seeing someone from MS. Give me a heads-up guys! I never tire of talking/seeing Mooneys. I do not believe that are two Mooneys alike.
  23. Yep, sorry I missed you, Jon! When I came by AGL Tamara said you hadn't been gone 5 minutes. That's one sweet E! I love the way the new(?) paint accents the classic rear window line. Have you posted any pics here?
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