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Showing content with the highest reputation on 03/19/2014 in all areas

  1. Hi All, I am finally part of the Mooney family. I took delivery of my 1967 M20F Executive 21 yesterday. Suffice to say that I am extremely happy. This is the first plane I will own outright on my own, so I am looking forward to the freedom that will bring. I have attached a few photos below:
    3 points
  2. 3 points
  3. I've never had worms in my fuel bladders. (Sorry. I just can't resist restarting old arguments.) :-)
    2 points
  4. Classic training is the three cycles. Looking for different things on each. (oilT, oilP, ?) oil pressure drop RPM drop Manifold pressure rise
    2 points
  5. Byron, Specify which shop. Was it Robert Smith's place. I had my plane done at Mena Aircraft Painting and Doug Blair did a strip and paint. I am extremely pleased almost 10 years later.
    1 point
  6. It's funny. I've had zero problems with my fuel tanks as well, except they only hold 54.7 gallons.
    1 point
  7. Welcome! Now you no longer have to worry about accumulating excess wealth.
    1 point
  8. +1... Check out Mike Busch's webinar called "All About Cylinders." He's strongly recommends only changing out one cylinder out at a time and then only when it calls for it.
    1 point
  9. After 30 years of Mooney ownership with an F and a J (same tanks) I can look in the tanks and tell you within 1/2 hour how much time is in the tanks and when they get low I can tell within 5 minutes. In my 30 years of Mooney flying, other then stop and gos I have never taken off without looking in both tanks and checking the oil. Even if I just flew to the next airport for breakfast. And I sump once a day and after every fill-up. My private pilot instructor would crawl our of his grave and chew my ear off if I didn't.....
    1 point
  10. We think it's the internal battery. Replacement cost approx. $175. New battery is on order and should be in this week. I'll post another update after we get the new battery installed.
    1 point
  11. What would be the next plane after the O? #5 is behind the alternator. The known pixie hole is worth consideration. Best regards, -a-
    1 point
  12. Hah - if I win the sweepstakes airplane after I expire - I will be mad. My friends call me Siri. It was really funny ironic the Eric Bullt thing in a letter that was over the top trying to be a personalized email to me. No doubt!
    1 point
  13. Me either -- since I changed over to bladders! Sent using Tapatalk
    1 point
  14. Yep... The same thing happened to me when I wanted my Avionics shop to install a PMA7000B I had. They never could find the time to "squeeze" me in.
    1 point
  15. If you're on the Southwest side of La I extend the same offer as John. If the West Texas trip involves a deer lease you don't need a plane, we can take mine!!!
    1 point
  16. Here is the $7 sprayer from Lowes that I used. It works well on the flaps also. I've found that you need a second person to work the pedals back and fourth. Bleeding is messy and not really all that much fun, so if you have any leaks or need hoses or seals replaced do all of it at once.
    1 point
  17. Here's an easy fix to that- don't file /G. Use the traditional navaids, and back yourself up with the panel mount in an advisory capacity. Honestly, if you don't claim /G as a capability, you'll probably get more help from ATC (ie vectors vice "fly to XXXXX"). Or pay the $300-$1200 a year, and file /G. Decisions... Decisions... Hard to spend all that money on a fancy panel and not keep it updated though. I know I go through this thought process at least a few times a year.
    1 point
  18. The advantage of exercising it to 100 rpm drop, is to get oil flowing and verify that the control is working. The disadvantage of higher rpm drop, is the possibility of pre-ignition. The timing is set to (20 or 25) degrees BTDC, slowing the engine down gives more time for the flame front to burn and possibly cause engine stoppage and possible damage. Worst case would be flames escaping out the intake valves before they close? Speculation, but defines back firing... There is no additional advantage of slowing it further, but the risk starts to increase. If the oil leaks internally, you can pull the control all the way back and nothing changes. My '65 C blew the front internal drive shaft seal (aluminum disk in the shaft). The gear pump delivers oil to the front of the shaft to actuate the prop blades. Leaky seal = no oil pressure to the prop = no change in RPM. It received a governor OH while putting the seal back in. So, I vote.... Follow your POH for initial rpm, look for the drop, 100 rpm works, more rpm drop adds risk with no additional advantage. There is no spec for a lower limit (is there?) I'm only a pilot, not a mechanic or flight instructor... Best regards, -a- Notes on my thought process... The engine oil P drops because there is another place for oil to flow, less oil is being pushed, momentarily, through the engine. Oil pressure in the shaft is not measured. Rpm drops because the load on the shaft has increased. MP increases because there is less rpm, and less air being drawn away by the cylinders.
    1 point
  19. Yes, and as we have all learned, a 777 doesn't fly so well when hand flown by asian pilots. Maybe the auto pilot failed and that's why they couldn't maintain altitude within +/-20,000ft?
    1 point
  20. Thanks to all for the great comments! rbridges....I will be older next time!
    1 point
  21. And that is why it doesn't make sense to install an old gps. Sent from my iPad using Tapatalk
    1 point
  22. Click the "show" button at the word "cosponsors." It's a nice and impressive list https://www.govtrack.us/congress/bills/113/hr3708 Here is what i wrote to mine: ....I am writing to ask for your co-sponsorship and support for S. 2103 and H.R. 3708, the General Aviation Pilot Protection Act. This bill would not only save the Federal Aviation Administration and individual aviators money and time, it would address a top priority for the hundreds of thousands of pilots who face expensive regulatory burdens to enjoy the freedom of flight. This legislation builds on the overwhelmingly positive safety aspects of the Light Sport Aircraft (LSA) category introduced in 2004, which permits pilots to operate certain types of aircraft with a valid drivers license in lieu of a traditional medical certificate. The category and its medical certification standard have been a resounding success, and there is no significant difference between the medically-related incident rate of LSA pilots and pilots with traditional certificates. This shows that self-evaluation is already working and can be expanded to a wider pool of recreational pilots. Furthermore, these bills offer a meaningful way to save tax dollars AND cut regulatory burdens. It also boosts the vitality of our nations' general aviation system, an essential part of the American transportation infrastructure. General aviation builds commerce, aids communities, and creates jobs throughout our nation, including in our state. These proposals would provide more opportunities for jobs and growth, while maintaining high safety standards desired by everyone in aviation. As a constituent, I believe that this proposed legislation will have a significant and positive effect for recreational aviation participants and members of the general public. Therefore, I urge you to consider co-sponsoring and supporting S. 2103 and H.R. 3708, which is beneficial, revenue-neutral, and common-sense legislation.This will aid in economic recovery of the GA industry. It is badly needed. Sincerely,
    1 point
  23. Thanks for the kind words Glenn. I have always enjoyed working with you, your wife and in fact, all Mooney pilots from a lot of different parts of the country. I plan to continue until the FAA says I cannot.
    1 point
  24. The thing is, your story is purely speculative. Meanwhile the facts (which aren't completely solid I fully admit) are: ACARS was shut off some time prior to transponder Transponder was shut off prior to last verbal communication Plane was spotted on radar crossing Malaysia They haven't found wreckage after more than a week of searching No ELT or signal for help at all If your speculation held water, they would have found the wreckage on Kuala Lumpur airport or at least on the way to it. They wouldn't be chasing leads looking for the plane in the Indian Ocean. I don't think there is any reasonable emergency-related speculation that puts the plane out there... AND out of military radar tracking range for that matter. Things would have been much more clear and predictable if it were an emergency.
    1 point
  25. Outstanding post Brian, thank you for sharing it. If any of you are unfamiliar with Brian's point about Lithium battery fires, you may want to watch this.
    1 point
  26. Autopilot central is the answer to every question that begins with I am having a problem and ends with the name of a legacy autopilot.
    1 point
  27. If you find a good Missile - it's a good buy as well - 300 HP with the mid length body. For your mission an Ovation or Missile both work just fine. The Missile will be priced lower, however you get the long body which has more cargo room and is a newer airframe usually with the Ovation. -Seth
    1 point
  28. Same with the Missile - You have to be ready for it but can roll it on so sweetly. Just hold the nose off. -Seth
    1 point
  29. Agreed. I think some times some of the folks on this site forget that some of us are making a huge sacrifice just to have the privilege to own any kind of aircraft. I to would like to install a fancy engine monitoring system but its way out of my budget. I figure my aircraft has lasted 50 years with its stock systems as long as I use good judgement it should go another 50.
    1 point
  30. A rocket can be landed perfectly well and consistently holding that nose of for as long as you would wish. It is just a matter of getting used to the pressures. The airplane has plenty of long enough tail to hold off the landing for as long as you would care once you get used to it. In fact since the rocket is all I fly, I don't even notice that there is anything unusual.
    1 point
  31. You do not need to update the database monthly. If you have verified there is no changes on it for your route or approach it is perfectly legal to use an expired database. I verify the destination plates using Airnav.com plates, it is free. I only update once a year at the most. I do not think there is anyone here that fly to that many different destinations in the US in a Mooney in a month. Most of my flights are to the same destinations and rarely there is any changes. Airports position never changes and any frequency changes you can find them for free on Airnav.com using your smart phone. I may sound cheap but I care about needless expenses. I find ridiculus paying $1K for the whole USA air data when I only fly to a few airports. I would rather pay for an XM\WX $30/month subscription where data changes on an hourly basis and keeps me from getting in trouble with weather. After all surface winds at my destinations changes more often than the approach plates. José
    1 point
  32. Missiles are near Ovation speeds. If you consider "near" to include faster. From a value standpoint the Rocket/Missile stand out. They are more capable than the similar factory offering. I had a Rocket for almost 10 years. 8 years after selling it I bought the J in my picture. For my type of flying it was a disappointing mistake. I sold it last fall. I will buy another Rocket once my home and hanger are built. I am moving to Arizona this Saturday to start my retirement. I will be building on Pegasus airpark. (5AZ3) The J was effectivly out of climb at 17,000 while the Rocket was still climbing at 1500fpm at 26,000. Normally aspirated aircraft simply dont have the performance reserve to fly safely over the mountains.
    1 point
  33. If you want to stay away from turbochargers, the Missle is really something else (like an Ovation isn't). You get near Ovation speeds in a short body and the cost is very enticing. My two cents.
    1 point
  34. Give it time. He will. He knows everything because, well, he's taken the course. I'm done being a jerk. I can't fight fire with fire this way.
    1 point
  35. Visual every time. Fuel Sample every time. As we say, there are Old Pilots and Bold Pilots, but there are no "Old, Bold Pilots". Also, never rely on fuel gauges, always rely on your calculated fuel burn rate and time of flight. Gauges may fail in flight, but if you visualized that you had 5 hours of fuel before you took off, and you started your clock at takeoff, with a two hour flight, you know you are good-to-go. Still flying. Carter ATP, CFII, MEI, CFI-H U.S. Army Aviation (retired and still flying)
    1 point
  36. Open'em up, check, and take a deep breath. Great wake up ;-)
    1 point
  37. I have been into my tanks twice and my take is the following: 1) Polygone stripper works, it does not work fast, it does not work easily, it does not even work well... but it does work. 2) A low profile handleless Semco Dispensing Gun will run circles around a "can and brush" when it comes to quickly and accurately laying sealant. I got a new one on E-bay for $35, but I was lucky. They can be had fro under $200 used. Keep a brush handy for some of the detail work. 3) Flamemaster semkits work well. Use is CS 3204 B2 for fillet seams in the tank. Use CS 3330 B2 for access panels. A sloshing compound was used by the factory, I used PR-1005-L, some feel that the sloshing step is unnecessary. 4) No offense to José , but advising people that access panel sealant is "non bonding" and suggesting that integral tank sealant is a better option for sealing access panels is not just lousy advice, it borders on sadistic if the tanks ever need to be opened again. Removing the access panels when they are merely sealed with the "non bonding" sealant is a job. You could stand on the top panels with no screws in place and they would still not give way. 5) There's a reason why Mooney put mil-specs #s in the MX manual, all of the materials I've listed meet those mil-specs or are superseded by those mil-specs.
    1 point
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