Leaderboard

I loved restoring this part 20180828_211053.mp4 .

3 1/2 months later it's together and working

Yesterday, taking advantage of some nice weather on both ends and following up on something I've wanted to do all year, but haven't because of COVID, weather, extended annual inspection, weather again, etc., I flew to the Outer Banks. Cutting back on speed in favor of endurance, I made a 6.9 hour round trip to Ocracoke Island. Nearly seven hours of flying for a two-hour walk on the beach sounds like it might not be worth it, but hey, it's 2020! My parents used to take us to Ocracoke every year for summer vacation. I have so many great memories of the place. I didn't have enough time to get into town because I left later than I intended, but the beach walk was worth it. Here's to getting back to more normal times, hopefully soon!

When I had the KFC 150 you would just hold the heading icon on the G500 TXi and heading would change to GPSS, however....I have a student who has the S-Tec 55 that has GPSS built in and I think he sets it on the AP. If the -60 doesn't have built in GPSS, then it should be wired into the G500 TXi to just hold the heading icon to switch to the built in GPSS of the TXi. Best yet, upgrade to the GFC 500 that interfaces beautifully with the TXi.

I wish i knew who stuck mine on top, they removed the old one from the belly and just left the hole open... Id like to take them behind the hangar and beat the crap out of them ...

mid 23 GPH was perfect on the 280 HP, on the 310 HP the target is 27.8-28.3 GPH, that's based on adding 0.5 to 1.0 GPH the TCM's high number for the -N which 27.3 GPH. Really the high TCM number is the absolute lowest it should be.

So true! We have a saying in climbing - "you're only as good as your last red-point" which refers to your last flawless climb - not what your working on today at this moment. Its constant struggle to being good in any sport just as its a constant struggle for a pilot to maintain proficiency. Those that rest on there past accomplishments with a sense of "over confidence", as this captain was citied in the report, are in for a rude awakening if they manage to survive it.

I resemble that remark.... That is a sushi plate and saki I will never forget, Pete - So glad to hear from you. Sincerely, Erik

We would like to thank Craig for this opportunity to show you guys this system. We just received FAA approval for installation on Certified Airplanes. We have units installed on many experimental airplanes for the past three years and finally after two years certification process with the FAA, received the approval under NORSEE (Non-Required Safety Enhancement Equipment) which basically allows this unit to be installed on FAA certified airplanes as minor modification by any A&P. The Landing Height system announces the height above ground starting 70ft (or 100 ft). Some actual feedback we get from customers: Perfect aid when most of the landings are done on a certain width runway then visiting a different runway that is much wider. Huge situational awareness at night landings. Transitioning to a faster airplane from a slow trainer airplane. Helps with eye strain and fatigue at the end of a very long trip. Here are some videos of the system installed on a Piper Warrior. We also have a photo on the site of the unit installed on a Mooney. More videos on the site with experimental airplanes (Lancair 360, RV7, Lancair IV-PT). Thanks for watching. Visit https://LandingHeight.com for the Certified unit page. or https://www.enginebridge.com/product/landing-height-controller-copy/ for experimental airplane videos Nidal Day.mp4 Night.mp4

C vs B panel. Pretty big improvement...

Make plans and sell the plans! best of all worlds for those do it yourselfers :o) -Don

Yes, @Blue on Top. Pretty much confirmed my thoughts and then some. I was impressed by MAPA's focus, since other aspects of flight safety usually receive more training/media attention, despite the stats on go-arounds. Thanks.

@BlueDunBoth ... and more. I am happy to know that MAPA PPP is concentrating on this maneuver. The slower the airplane is traveling, the higher the thrust will be when full power is added for the go-around (note: I am not sure how all the POHs over the decades say to preform a go-around). With the higher thrust comes higher torque, higher P-factor and higher out of trim forces ... especially if the airplane was trimmed to the lower airspeeds. If all of those items are planned for in advance, all works out very well and easily. If not ... Hope this helps.

OMG! Thanks,@takair, for the ping. Of course I have thoughts . For those on this thread that haven't read my 7 articles in "The Mooney Flyer", you need to. They only touch the tip of the iceberg on these topics, but I'm here to further expand on any of them. I'll learn from you, too. 1) Laminar flow is for wind tunnels and CFD. There is very little of it in the real world. Sailplanes are a good exception, but they scrape bugs off the leading edge that got there during the takeoff and tow to 1-2K feet. Laminar flow has little to do with stall speeds except possibly increasing stall speeds. Ask Dick Rutan about that. 2) @PetehdgsPlease do not confuse Cl with CL. Section lift coefficient (Cl) has little to nothing to do with wing lift coefficient (CL) and the associated stall characteristics. Most certificated airplanes have 2D Cl versus alpha (aoa) curves that show an abrupt stall break ... including Mooney ... and Cessna aircraft, but that is not relevant for a 3D wing design. Planform, twist, etc. are used to control stall progression. Your mention of an abrupt stall break (nose down pitching moment) is good, a goal of designers. The other (like you mentioned) is that the wings have to be kept +/- 15 degrees in roll. The last requirement can't be accomplished analytically because there are so many other factors that influence it (inertia being the largest item). 3) VGs add drag. Those that say that they don't don't have instrumentation accurate enough to measure it. 4) Yes, VGs can lower stall speeds (I have not personally tested an M20 ... except for tufting and airplane ... which are little VGs). Certification testing alone (if done with an FAA ACO that actually makes the applicant meet the regulations) will cost more than one can ever think about making on selling them ... and VGs are really, really inexpensive. 5) The Mooney TKS installation is a scab on over the base airfoil. It modifies the airfoil significantly. Airfoil designers look at 0.010" as significant; TKS is closer to 0.250". 6) Do I personally think that a modified airfoil (drooped leading edge, larger leading edge radius, etc.) would be a good idea? If your sole purpose is to lower stall speed. Yes. Plan on losing top end speed. Plan on a very, very expensive certification program ... if done properly, probably including a spin program. Is that $3M recoverable in sales? 7) Flying below 1.3 on approach will shorten the landing distance (both in air and ground roll), but it is relying on your engine to continue running and will make go-arounds significantly more difficult. BTW, that is the scenario that is the #1 fatal accident cause for the last several decades. 8) Most certificated GA airplanes do not stall at forward CGs. They will develop a significant sink rate, though. Okay, way more than my 2 cents worth. But I hope we all learn a little from this thread. Knowledgeable and proficient pilots are typically safer pilots. Blue on Top, Ron PS. Fire away.

The air filter is a Bracket Air filter. That is the upgrade. They are fine. You should replace the element every year. They are cheap. The ram air door and alternate air door can be refurbished with silicone baffle seal. An LED landing light is a good addition.

Probably why the old stuff leaked I’m sure. In the reseal, the grey stuff was applied first to bare metal and then the red was put on top of the grey.

Rainstorm approaching so got the weekly flight in early with 3 night landings at Port Angeles. Brenda took the video from our back deck as I was on final approach back to Sequim. LED lights show up brightly

Don attempted to patch my tanks multiple times. It did not last. But after seeing the inside of my tanks prior to have a complete reseal at WeepNoMore I understand why and I don’t blame Don at all. I just mention this because sometimes things are bad enough inside the tank that it is just time for a reseal and no amount of patching will help. You can decide which is the before and which is the after.

I have a 35kw generac at my house. It is programmed to run every Saturday for 15 minutes. Never have an issue with the oil or anything else.

The best person to involve in this conversation is @Cody Stallings, who owns a prop shop and gives very good advice. One of the things he’s said over the years is that Aeroshell #6 breaks down over time and will separate out the oil component, which then gets spit out. Aeroshell #5 is much better and doesn’t separate, and is chemically compatible with the #6, so it can be swapped out a little at a time each annual. The only negative is that #5 is not usable in the same temperature range. The limit for the #5 is (I believe) -20°C, which means for an M20C isn’t much of a restriction. But Cody will be along soon and correct anything I said wrong.

In the EASA space, the pilot-owner status of a normal category CDN does not provide for the installation of non-PMA parts (it is possible under "CDNR" (collector aircraft)). For my own machine, I am therefore forced to have the replacement part approved by the authority. The other alternative is to mount the part, then have the installation tested by an approved structure avionic that will issue a release certificate for the entire installation. As it stands, I am simply considering providing myself with replacement membranes and being able to keep my PC system in flight even if Brittain disappears. I think Brittain could have engaged in the process of manufacturing silicone membranes without problems, because it is not very expensive as an investment. In addition, the molding of nitrile has also been simplified. With slightly larger volumes, it was possible to do too. So my current thinking is that Brittain is not looking for suppliers. But I can be wrong. In the Mooney community, can we already know how many would be interested in membranes ? My 67F doesn't have the Brittain group III option, just the group I without the "hold altitude" function. But the manufacture of a tooling is easy, if you have a model membrane to make the plans, it is possible to follow the same approach for this part.

When I had my F Mooney, it had one of those. It quit. I disassembled it to the last part an fixed it up. It worked great after that. I love fixing up old pieces of machinery.

I chose not to get the floats but I do have the transducer which measures fuel flow when running. When i initiate a flight i program the quantities into the CGR-30 based on what the measurements are when I stab the tanks. Combine that with the fact that I have so much additional fuel capacity with the Monroys and it would be really difficult and foolish to ever run low on fuel. The previous owners of my F installed the Monroys which allowed them to fly from New Jersey to Florida non-stop (or so I have heard). I once had a Cirrus driver accuse me of owning an aircraft with a limited range. Such is the mindset of a Cirrus driver, I had to correct them to let them know that I can stay aloft for 10 hours under the right conditions. I LOVE MY MOONEY!

rent your out to them everybody wins. Really nice you spent a lot of time putting it together.

Hey @Devin K. thanks for asking - I’m not making them right now because of the Covid. Boo. Hopefully will get it up and running again when things slow down.

thanks @carusoam, a couple of my airport buddies want me to make them one, I told them they can build their own or borrow mine their choice.... any guesses on what they decided?...lol

Good question Limey...! Traditionally when using the usual cohort of APs... When using GPSS boxes, the AP is set in heading mode, and the GPSS keeps updating what the target heading is... Lets see if @donkaye is around tonight.... We can also see how much @KLudwick knows about the whole family of Big G avionics... Best regards, -a-

Bite the bullet PJ. The load shed, quality of light output and confidence in operation will be worth it. You'll spend as much to install the new one as you would having the A&P troubleshoot the current one.

That goes for any plane... unlike real estate, you probably *don’t* want to invest in the cheapest plane (house) on the block (in type/model/series)!

OP, you have a serious amount of O knowledge available from the people who have responded. I’d bounce some more questions off them and start looking (in person) at some different O’s from 175-200k. 50k goes quick when maintaining these planes, don’t make the mistake of buying the cheapest one unless you really know what you’re doing.

Thanks kortopates. From what I could research, it looked like the fuel setup for stock 280HP is based on the IO550G numbers and after converting to 310HP, it will be based on the IO550N numbers. So significant FF increase for t/o power. Just curious what each one (280 vs 310) should be, we have not flown with the upgrade just yet. The manual excerpt I found is all in PSI. Yes, number 5 is the hottest, totally understand why, and have seen pictures of the pixie hole.

you need at least 27.0 gph fuel flow for take-off and climb. So hotter climates need more than that. Beware of over heating the #5 cylinder behind the alternator. The air flow is restricted and this cylinder will exceed 400°F quickly in a climb. There is a "pixie hole" fix to help with this cooling described elsewhere on MooneySpace.

And like a ghost from the shadows he appears; So a few things: 1. take the Db reading from inside your plane; I used a ipad app called Decibel X; I found up front the readings were around 100; The back seat was about mid 90s; the back seat directly behind the front seat was low 90s and on the floor (yes sometimes they would find their way to the floor) it was in the low 80s; Here is a short breakdown of noise level and exposure risk before damage. 100dba: 2 hours 95Dba: 4 hours 90 Dba: 8 Hours Anything below 90 is considered 'safe'; Sudden loud noises are normally ok; (unless we are talking explosion loud in the 150+ range); but loud noises for a long period of time is where the damage is done. My Dogs refuse to wear the mutt muffs; they eventually wiggle their way off and so gave up. As for blood saturation; i haven't found a good way of testing it; i asked my vet tech cousin if there was a good way to get it, and she said no; I also tried to reach out to a few companies that make o2 chambers for dogs; These are used in vet hospitals after a surgery so that they dont need to use a ventilator; The results were a big no; the cages are not sealed where it would pressurize the enclosure. Its used to increase the 02 saturation levels at sealevel; The highest i have been with them was at 17500 for 10 mins; then back down again. This was due to unavoidable weather over the Sierra's; For the 10 mins they didnt exhibit any additional symptoms that they were not experiencing at 12500; Though when i did this test my dogs were in much better shape; The 1 is quickly approaching her end and has a hard time breathing; So since then i haven't been taking them anywhere via plane; In the end the biggest take away was: if you want to fly high with dogs, get a pressurized plane.

Were you gonna suggest a gnx375? Maybe kill two birds with one stone? Bit more money but loads of capability.

I recently heard that some people have turned their bravo up to 2700 RPM. Not exactly legal, but the takeoff performance is apparently pretty amazing.

I only get my El Camino serviced at certified Chevy centers.

Yes... I did. Perfect... DMax executed the hunt down and destroy of some minor leaks in a new 2me plane... nothing... it cost me nothing because it was part of a purchase agreement for a relatively new plane... where DMax did the PPI... no problems even a decade later... Nobody knows how to find a leak better than DMax... he wrote the video of how to... Best regards, -a-

Had another opportunity today...flew in this morning on the RNAV and kept speed above 120 knots this time using the LNAV all the way to the FAF with gear down/no flaps, then broke out shortly thereafter and slowed down for an uneventful landing with half flaps. Less ice accumulation for sure (maybe just today's conditions). Those LED lights on the leading edge are too cold though. I wish they were non-LED on days like this.

Well, I worked out a deal with the avionics guy! He'll take the EDM830 in trade and install the EDM900! It's a few more $$$, but you guys are right, it'll be worth it.

You actually only need to do a correlation check to verify no leaks but not a full fledged IFR Cert.

Gray and Gillam are the same output. When you change an altimeter or add an encoder, you are breaking into the static system and this means to be legal, you need to update the pitot-static cert for IFR. I stand corrected. See below from Baker Avionics. Only need to do a correlation to verify no leaks -- Thanks Greg

Same for me, no BT problems at all from the avionics bay.

When I bought my J it was quite a bit out of rig. I did my BFR in it at night and when we stalled it, it snap lolled almost inverted. After I fixed the rigging, it stalls nice and straight. I was surprised how much rigging adversely affected the stall behavior. So, If the stall isn't quite right, you might want to take a look at the rigging.

P.S. @Petehdgs, I used to fly to KSJS, Prestonsburg-Paintsville, KY. Sure, it's 5000' long, in the hilly E. KY coalfields, and approaching from the north takes you right over a good sized prison. My first landing on 21 was quite a surprise, the first 4000+' were in a 3° downpipe, just like me! But with only light braking, I made the turnoff well before the end, and affer a couple of times it was old hat and no challenge. The secret is getting comfortable in the airplane. Fly often, go new places. As a new pilot and new Mooney owner, that was most of my flights. Keep working, it will come.

Trip report - 4 Paws Aviation K-9 Ear Muffs worked perfectly. Heck, he even fell asleep! ~40 min flight one way, enjoyed the town after the flight and then happily jumped back in the plane for our trip back. First time in a small plane so happy it worked out so well!

Sadly, my little girl hates flying. She just gets really nervous and shakes. I got her a cute little headset that doesn't seem to do any good, and I got her a cute little flying jacket that I had planned she would wear when ever we went. So I only take her flying - rarely - when I need her to transport with me but not just to be along as my day-in-day-out flying buddy. Since the headsets don't seem to do anything for her, I have taken to covering her with towels and she mostly snuggles and sleeps. The towels reduce the sound and the vibration and give her more of an environment like she has cozy at home sometimes. She likes being under blankets at home. In the picture that's her nose sticking out from the blanket in copilot seat.

Nice product Nidal! Consider possibly donating one to the Mooney Summit's raffle in October and joining our list of industry leading sponsors! Feel free to reach out to @Junkmanfor donation details. I am sure you will be glad you did

Just got my renewal bill No accidents ever in 55 years No losses ever in 55 years No violations ever in 55 years 22 years in same Mooney (@1800 hrs) 20,000+hrs with 7 Jet Type Ratings Insurance went up 20% from last year Only 1 company sent in a quote Commentary from Ins Industry sent with billing indicating MAX has a lot to do with it as many many underwriters and secondary insurers are selling out to each other and market is shrinking in numbers.

This was the Firestone donuts... most have been replaced over the decades... Additional hardware is required to change to Lord donuts... Always give a good look at the tube at the center of the donuts... it can get really rusty without a lot of warning... Best regards, -a-