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Showing content with the highest reputation on 01/27/2021 in all areas

  1. N201mkturbo and I have been messing with my onboard weather radar since about September. Replaced the RT box with an overhauled one. The existing box was bad, had multiple issues. New box didn't fix it. I read every manual I could find. Couldn't figure it out. I called a bunch of radar specialists. I was not going to give up. The radar was marked INOP shortly after the G500 system was installed. so we started working backwards. Everything seemed like it was working, but when the system was put in test, the antenna would tilt full down and not come up. Radar tech said to check for 115v at the antenna. Hmm. No 115v. Let's review that log entry for the G500 install... Hmm. What's this P-20A they removed just before the annual where they marked the radar INOP. Hey, that's an inverter! For some unknown reason, the avionics shop removed the inverter. I guess they didn't understand or care that it was required for the radar. So, long story short. I found a new/used inverter. Got it installed and ta-da! My 310 has working weather radar!! Went up for a quick flight this afternoon to test it. Unfortunately the precip we've been having had all moved out, but it's pretty cool to "see" a mountain through the clouds 40nm away. The areas close in are nearby terrain, far out at the 40nm ring were peaks at or above my altitude. Little by little, we're getting every system in order! Now we just need to work on a stabilization source. The antenna is stabilized, but was a replacement for a non stabilized antenna, so there's never been a gyro for it. Next up is figuring out why the GI-106A doesn't get nav info from the 430W.
    10 points
  2. Hello. I am a senior AME located in the Boston, MA area and also a Mooney owner. I am a board certified internist for over twenty years and have been an AME since 2005. I do work to assist pilots through the SI process, and recognized the angst the process and instill when the pilot is a first class airline pilot whose livelihood is on the line. It sounds like you have done a good job getting your ducks in line. The good news is that the FAA really does not want to pull your medical. You and society have made a large investment to get you to where you are. You need to provide the FAA everything they have asked for. Focus on the process you need to follow to get your medical. Unless you have a choice to move elsewhere, focusing on what is done elsewhere is an exercise in futility. If you need AME assistance, my cell phone is (617) 877-0025 and my e-mail is john.breda@gmail.com. John Breda
    3 points
  3. Don’t shove lock wire in there, you will scratch the seating surfaces and ruin it. If it is clogged up, take it apart and clean it properly.
    3 points
  4. Follow up on this thread. The gist of the conclusion is, I flew it enough times for 3 oil changes. The first discovery was ferrous metal at a normal 50 hour oil change. I flew it for 20 hours with the same amount relative to the hours flow, and then another check after 20 more hours. I'd boroscoped the cylinders twice with no abnormal findings. Up until 7 flight hours ago, I did not have data logging capability, but I do now. I was able to capture about 8 hours of flight previous to dropping it at the shop so I'll be curious to see if the pieces come together with that data as I learn more. I also had a particle analysis done via Aviation Labratories who provided me the AMS# to classify the metallurgy. A follow up with that AMS number and Lycoming did not narrow anything down at all, they basically said "it could be 1 of 30 things" and thus essentially useless. "It's an airplant part" Very helpful, thanks. Third filter discovery was the final straw and while still flyable, I took it to Jewell Aviation (Kennett MO) in anticipation of him discovering a spalled lifter/cam. As suspected, all roads lead to corrosion for this IO360. See attached pictures of cam lobe. Engine will get pulled off and start the process of rehabilitation. I am happy to know that I did my homework and got it to an engine shop before I had to bother with crating it up etc. All signs led to cam, so rather than letting the field mechanic take it apart and ground the airplane, I used the data and got it to Jewell where it would be whispped away to the overhaul rack without delay. Picture number 3 is quite interesting. Here you'll find 2 random flat washers floating around in my rocker box. No, they don't go to anything inside of it, It'll just be the great mystery of how foreign parts ended up there. This may explain the elevated nickel in my oil analysis reports from Blackstone (as well as Chromium). Where I thought it may be a valve guide, it could easily have been nickel from a stainless steel washer. Per @PT20Js comments about the many diagnostic threads around here with no resolution later being reported, I thought it would be good information for the archives. Start to finish data. Incidentally, I got a call from the customer service rep at Av Labs today to ask me how I liked my particle analysis report from 4 months ago. I told him it's funny he called today, because it got diagnosed in the shop today. Since he was looking for feedback, I told him it sure would be nice if you guys would link the data between AMS# reports and a follow up with the customer once the engine part is verified. That might actually give some value to the tool, if they would at least take a stab at the origin source themselves. The more data they have the better service they could provide, but in all, my experience with the service was lacking from the feedback standpoint. They take stabs at oil analysis all the time, why wouldn't they write a speculative narrative about particle samples as well?
    3 points
  5. I serve on the airport board for the Tri-County Airport in Bonifay & Chipley, Florida. Last year one of our projects was to work to migrate the airport off of the over-used 122.8 over to a lesser used frequency-- of which there are quite a few to choose from. It was a lengthy process, but I thought you guys and gals might find it interesting. Here goes: Got the Airport Board (good folks, by the way) to recognize that our sharing 122.8 with all the other small airports around us had the potential for some safety issues, and that moving to a lesser-used frequency only made good sense. (In fact, the FAA and AOPA recommend it.) I used online tools to get a list of all airports within a 120 mile radius of ours, and created a report listing the airport, distance and CTAF frequency each were using. I then looked up the multiple CTAF frequencies available (nice article on the AOPA website), and compared them against that list. Found only one airport using 122.725, and at about 100 miles distant- so that was our logical choice. I presented the report and frequency recommendation to the board, which approved it after lengthy discussion about safety issues and discussing how we would notify our local pilot community and those in our area. A note about 122.725-- most of the older King and Narco radios only have five digits; they display 122.72, but it's actually 122.725. (One of our most commonly asked questions.) Now to the FCC bit. I got details on our proposed antenna location at our FBO (it was our existing location) and transmitter power, height of antenna, etc. Then went to the FCC website, and after a few phone calls to their helpdesk, I finalized our application in their system (after some minor wrangling). Six weeks later they ok'd our application, assigned us a "call sign". Some back and forth with them about some details, but not too bad. I simultaneously discussed our choice and thoughts with our FAA FSDO as well as our FAA representative in our state that "handles" our airport. I also discussed with our Florida DOT airport guru. All said they thought we were on the right track and had "no issues" with what we had planned. Our FDOT guru even gave us an attaboy. One of the FAA folks gave me the name of the person that helps enter and track that in the FAA database. VERY helpful. I formally submitted our requested change to the FAA, and included our FCC approval documentation. After several managers and folks at the FAA reviewed it, I got an email back stating it was approved "without comment" after about six weeks. At that point, I was instructed which FAA database to use to enter it into a second time(??) and eventually worked with the FAA guru in Oklahoma City who helped me do so, and who next gave me a planned "chart release date" of November 5th, about four or five months out. Key point: We planned the cut over date to be on the upcoming chart release date. In other words We didn’t put it into affect until the charts said it went into affect. Less confusion. When we got six weeks out from the cutover, I reached out to all of the EAA chapter presidents within 75 miles and told them of our new frequency and cutover date. We also emailed Cairns and Tyndall Approach and gave them an early heads up. We had two large banners printed up listing our new CTAF and the effective date. Posted one on our vehicle entry security gate, and the second one at the fuel farm. (We plan to keep those up about two years.) Our airport manager did some research, and confirmed that he could change the DIP switches that control our runway and taxi lights, and he tested doing so. Important detail. (He did not make that change until November 5, however. ) We pushed out one final email to all aircraft owners based on the field at the one week out mark. When I went to bed on November 4th, my ForeFlight charts and information had the old frequency. The next morning (November 5), Foreflight listed the new frequency on its charts and information for the field. How about that? Since our ASOS did not allow us to record a message, we had volunteers with handheld radios the first two weekends after the change was made. However no one used the old frequency. The result? A seamless cut-over come November 5, 2020. No issues. Amazing.
    2 points
  6. Starting to feel better about my decision to go G5. I'm sure they'll get it straight but I'd rather have it working right out of the box. G5>GNC 355 seems my best choice... - Don
    2 points
  7. Making a one-piece avionics cover fits the definition of a minor modification to a ‘t’. Nothing about it would require an STC or field approval. All it requires is an A&P who is willing to do the work to make a cover that fits and seals out of a single piece of aluminum that is comparable to the original and do a simple logbook entry. If I didn’t have a 201 windshield, I would make one for my M20C because it’s a great idea. (I’d make it out of .032 2024T3 aluminum.) Andy A&P/IA
    2 points
  8. Hey, that should be alright... May need the official aviation version of Mr. coffee... -a-
    2 points
  9. Sign of the times. Before we know it there won't be anything flying with three or four engines, except maybe an A380. I still contend that the peak of airline watching was about 1985. A typical day at JFK would spy 707's, 727-100/200, 737's, 747, 757's, 767's, DC-8's, DC-9's, DC-10's, L1011's, VC-10's and BAE-111's. Don't think there were any Convair 880/990's still around by then. I'm getting wet just thinking of it.
    2 points
  10. Congrats on your successful monitoring and and diet modification... You were probably the healthiest guy on the Bruce treadmill! Like having a JPI for the body... Do you use a Dexcom G6? https://www.dexcom.com/get-started-cgm/111?sfc=7014y000000yxYNAAY&gclid=Cj0KCQiAmL-ABhDFARIsAKywVacMWg7yuTOrvW5xkuUdT7xmL5CY6oE4GDvzA_a0WskExOpmY6OCHXEaAsipEALw_wcB Going through the SI process takes a lot of document precision... I had success with the class III SI... a genetic cholesterol level challenge... Words of wisdom... it took me 6 months to acquire all the data the FAA required... the SI only lasted one year... the six months of data gathering was lost time off from flying... You can probably do better than me... just keep both eyes open to avoid the litanny of delays... MS has a good AME... aka Doc John... I’ll invite hike to the conversation... @M20F-1968. Good luck, not that you will need it... it’s just a proper thing to say. PP thoughts only, to a med tech guy... Best regards, -a-
    2 points
  11. @carusoam yes, I’ll have the full spread of pics soon enough.
    2 points
  12. So a bit of Google-fu and research. The blue in alkane (including methane, propane and gasoline) fires is from emissivity from C-C and C-H free radicals during combustion. From Wikipedia: Swan bands are a characteristic of the spectra of carbon stars, comets and of burning hydrocarbon fuels.[1][2] They are named for the Scottish physicist William Swan, who first studied the spectral analysis of radical diatomic carbon (C2) in 1856.[3] And pure hydrogen does indeed have a visible blue flame, though weaker than alkane flames: https://zenodo.org/record/1258847/files/article.pdf
    2 points
  13. Teaching how TO porpoise should not be taught. Teaching how NOT to porpoise can be taught. Don't release the back pressure on the yoke after landing. In fact continue to add more back pressure and start applying brakes at about ½ the touchdown speed increasingly adding more brake pressure with full up elevator until you come to a stop. Up elevator assists by adding drag. If you landed fast and bounce, if there is enough runway left, add some power to cushion the next landing, or go around.
    2 points
  14. Both methanol and hydrogen burn with a very pale blue flame which is nearly invisible in a normally lit environment. Yes, I was the guy in chemistry class who burned everything I could get my hands on!
    2 points
  15. As a CFI-II i work with the FSDO and know serval on 1st name basis. I contacted them and they then passed me to a gentlemen in their group who deals with these sorts of issues. He asked for the FMS/STC/Operating manuals on the Brittain AP (accuflite, accutrak and altitude hold in my case) and the G5HSI and any wiring drawing i might have showing possible connections for the interface (there are some unofficial drawings on other threads for at at least the heading bug input from a G5). He reviewed the documents and about 3 weeks later gave me call saying essentially they take a hyperconservative approach when it comes to AP integration; he did not even feel comfortable allowing just the heading bug input given lack of covering STC. Said if i wished to work with a DER to generate more data and evidence for consideration they would be happy to reconsider. I decided to stop at that point as Vance mentioned in his message due to associate costs to go down that path, feeling $ spent on the GFC probably significantly less and its an assured modern solution.
    2 points
  16. I called UAvionix and confirmed the K isn't approved. They say it is because the K is certified to 28,000' and they're only allowed up to 25,000'. I discussed the difference in service ceilings of 231's and 252's. The tech support person I spoke to found the serial number differences between the 231 and 252 and said she would work on getting 231's by serial number approved on the next update, but said it would be a few months at least.
    2 points
  17. Once this damned pandemic is over it would be worth your while to fly into one of our monthly Mooney luncheon gatherings and meet two dozen or so owners from all over the state.
    2 points
  18. Time for a quick update... When I decided to buy a turbo Mooney, I was told all the horror stories about how expensive the engines are and how they never make TBO and typically need a top and turbo at the half way point. I thought that if I installed the best engine monitor I could, and learned to use it correctly, and followed it religiously, the turbo engine should last as long as any other engine. So shortly after buying N252AD, I had SWTA install an EDM-900 engine monitor, I went to Ada, OK for the weekend APS class to learn how to use it, I created a Savvy Analysis account and started uploading all my engine data. And I fly it correctly based on the data from the engine monitor. I bought the airplane with 1200 hours SMOH and it still had the original cylinders and turbo. The last 630 hours are mine. I just got the final bill from Jewell and we're only replacing one cylinder. Five out of the six cylinders will be going back on for round two. I also just got the final verdict on the turbo. We'd sent it out for overhaul as well. It took half a day for them to report back that the turbo is pristine and needs nothing. "Just put it back on." I'm now more convinced than ever. A modern data logging engine monitor and the education to know how to use it, is the best investment you can make in your engine. I'm looking forward to the effect on the total life of an engine, not just the last 600 hours.
    2 points
  19. The name says it all. I have had my MT prop on for about 5 months now and love it so it is time to sell the old prop. It was new in 2016 prop strike in 2017 hence the 2017 Overhaul. It has 508 hours/4 years 8 months since new. It has 418 hours/ 3 years 7 months since overhaul. It includes spinner, backing plate and all of the hardware you see. Asking $5,000
    1 point
  20. Passing my buddy’s 182 to get there first:) No Chinese restaurants in my county so we put our two planes to good use!!! Sent from my iPhone using Tapatalk
    1 point
  21. All formation clinics are on hold until COVID is under control. As soon as a clinic is scheduled, it will be posted here as well as on the website. There will definitely be a clinic in Texas as soon as possible.
    1 point
  22. I have used the D button on my 430 hundreds if not thousands of times and it is still good. I have a sometime problem with that unit and the Comm switch function that should switch the standby freq into the primary freq position. Sometimes have to hit that button a second time to get the switch done. But I have never had that probolem with the D button. My GTN is new so can't give you much experience there.
    1 point
  23. You're looking at the GAD 13 and GTP 59 GAD 13 only - $139.00 Connector - $42.50 Davtron C307PS - $102.75 Total - $284.25 Throw in a few more dollars for some wire and connectors.
    1 point
  24. seems strange that they would do this....I am sure they can make a software change.....just open flight plan select a waypoint and make an option DIRECT TO
    1 point
  25. That 460 setting would be the redline out of the POH. When JPI set up my 930 they also probably put 460 in as the redline limit, but I never get close to that. On hot days, out west and in the climb, it can be pretty hard to keep the temp under 400 on one or two cylinders. A significant issue there is that no matter how hard I try, I cannot get A&Ps to set the max full power fuel flow up to the 24 GPH that is in the POH, it is always down around 21-22. I think I understand the reasons for that, but full rich fuel flow is what keeps temps down in the climb, that and not trying to climb at max climb rate. I keep the climb rate at a steady 500 fpm.
    1 point
  26. I was going to add to the thread earlier that says.... REMEMBER everything is for sale. I just closed on mine at the end of Dec. A 310 hp O without A/C or FIKI though. I would resale it for the right price (However, as you can imagine I would be asking well above market value...LOL). After a very extensive pre-buy I think I have a purchased a phenomenal bird and I am sure you will enjoy your new O and congrats.
    1 point
  27. I don't think that is something you should worry about. If that were a problem, it would be a big problem for the G1000 and the 530/430. In all my teaching there were only one or two 430s that had a problem with a Comm or Nav button and never with the "Direct To" button. I've seen more problems with "washed out" screens on 530/430s and G1000s. Although really inefficient you could push a "Direct To" flight plan to the GTN with the help of a FS 510 / FS 210.
    1 point
  28. @FlyphillyPM me with your email address and I will send you a sealant cross reference list and installation procedures for the stall strip.
    1 point
  29. This was precisely the conclusion that I had come to as well via some light reading and this article. The recruitment for a willing A&P starts at dawn! Haha
    1 point
  30. My jpi930 sends temp data to my 430w and that auto populates on the air data page. Something else (myG5?or maybe gtx-345?) sends baro altitude because that auto populates too. Heading must also come from the G5s... however, IAS doesn’t?! WTH? Everything except Airspeed auto populates. You input the IASand it pops out the TAS, wind speed and wind direction. Seems weird they couldn’t just do airspeed too?
    1 point
  31. Nice details Ross! Thanks for sharing them... I think my home drome followed your change of frequencies... except our lights still use 123.05 to get turned on... (a decade later...) ...and the missing BK digit is a throw back from ages ago... wonder how much they saved in materials cost when they made that decision... Best regards, -a-
    1 point
  32. Nice details Steve! Any chance you will see what the cam lobe follower surfaces will look like? The cam lobe sure looks like a layer has gone away... some sort of discoloration... Best regards, -a-
    1 point
  33. I think sometimes what happens with random small parts in the rocker covers, is that somebody had the cover off and used it as a parts tray until they were ready to reassemble, and whatever was left sticking in the oil in there just went back on with the cover. My theory, anyway...
    1 point
  34. My alternator and wiring issue was finally solved and I thought detail what happened here so others may avoid the same issue in the future. The series of events is somewhat lengthy so feel free to skip to the bottom unless you're having a rainy day like we are in Florida. In Mid-June, I was flying from FXE to BED at FL230 when my LEFT ALT FIELD annunciation went solid red and the LEFT ALT FIELD breaker popped. As many of you know, the Bravo has dual 70 amp alternators as well as dual batteries. My JPI was showing 28.8v. I elected to continue the flight based on the redundancy and VFR conditions. The solid red is an indication of over voltage. When I arrived back in Florida I took the plane to my mechanic who did some tests with a volt meter and determined that the issue was with the alternator. I ordered a overhauled replacement from Falcon Aero through Aircraft Spruce. On a side note, Bill from Falcon Aero (I believe the owner), was great to deal with and I'd highly recommend them for your future alternator needs. I received the alternator in Mid July and wanted to get it installed by my mechanic prior to a long trip. However, my mechanic was tied up so I elected to go to a well known and respected Mooney service center (not in FL). They removed my old alternator and noticed some burning residue around the alternator and field wire. As part of the the installation process they also removed the diode at the end of the field wire for cleaning and examination. The diode was reinstalled along with the alternator. I started the engine, brought the RPMs up and one again the LEFT ALT FIELD breaker popped as well as a flashing red indication on the annunciator panel indicating no charge. They pulled the plane back in the hangar and began to troubleshoot. As part of the troubleshooting they pulled my voltage regulator down from swapped the plugs to the left side of the alternator was going to the right alternator and vice versa. This resulted in 24V at the end of the field on the left and nothing on the right. It seemed that my regulator was the problem. They offered to order me a new one for $2200. Prior to pulling the trigger, @kortopates recommended I get it repaired at Consolidated Air Supply. They made the repair a few days later for about $500. I plugged it back in the plane and sure enough, the same breaker popped. I sent it back to them to confirm that the regulator was still working properly and they confirmed that it was. At that point, I was starting to get in that depressed state where you feel like this problem will never be solved without tearing apart half the plane. I had another mechanic come to my hangar and troubleshoot without success. Furthermore, after their troubleshooting, I started the engine and now my regulator wasn't working at all (voltage would blow past 30v as I increased RPM). I didn't want to do any damage so we shut down the engine, swapped the regulator plugs (left side regulator to right alternator) and now it was working correctly but holding at 29.2 which isn't ideal. I decided I was done wasting time and money so I flew the plane from FXE to Don Maxwell at GGG since I had faith that Don, Paul, and his team could figure this out. It only took them a few hours to figure out that the diode at the end of the field wire was installed backwards and was in fact sending electricity in the wrong direction. At the same time, I had my old alternator bench checked just to confirm that it was in fact the initial cause of my issues. The alternator was apparently toast with brushes nowhere to be found. The regulator was being damaged due to the reverse installation of the diode. Essentially, the new alternator that I received was in perfect working condition and my issue would have been solved months ago if the diode had not been reversed. Don replaced the diode with a new one ($0.23), repaired my regulator which had been shorted out again, and now everything works perfectly. I'm telling this story just to help those in the future and not speak badly about the shop that did the work. I'm still in discussions with them after the thousands I've spent on this but I have no interest in talking about them here because these mistakes can happen. It's unfortunate (and sometimes can be very costly),
    1 point
  35. Hey guys, I finally closed on my 1984 M20J today! I've been wanting to get a Mooney for quite a long time, and finally managed to make it a reality Thanks very much to the very helpful people in this community who helped me focus my search a bit, especially @gsxrpilot, who went out of his way to help me when I was just beginning my search. I'm looking forward to all the adventures I'm going to have in my Mooney! Now I just need to learn how to use this weird GNS480
    1 point
  36. I'd say you're getting the hang of it! Thanks for posting video proof that Touch n Go's are neither accidents waiting to happen, nor routinely fatal . . . . <sorry, old MS argument there > Glad you were able to get some real crosswind practice! My first "real" crosswinds were loaded up heavy, on vacation with my wife stopping for the night at KRAP.
    1 point
  37. Nicely done! One of the fields in central AZ did this a few years ago and had NOTAMs out, and it was on the their AWOS tape for a long time, too.
    1 point
  38. An excellent choice....good fortune with her
    1 point
  39. I'm dreaming of the @donkaye Cadillac: G3x, GTN 750Xi, GTN650Xi, GMA 35 GI275(Backup AI), GFC 500, GTX 345 Starting with the AP, there's not a great selection for our plane. It's extremely unlikely that a GFC 500 has been pulled for an upgrade yet. My GNS480 is no longer supported by Big G and will be replaced if it dies. Is installation of older, pre-flown equipment less expensive than installation of new gear? I'd expect it to be the same so it makes sense to get the extra situational awareness and 'ease of use' features that come with the new gear. The new technology and safety features were the reasons I finally updated my car so I'd want the same for my Mooney. Finally, you'd have to have Johnny's Cash to get that Cadillac "One Piece at a Time" because it's more 'AMU efficient' to do the entire panel at the same time (from what I read here on MS). ...so I'll hold out for the lottery and only fly VFR unless someone can propose specifics of a reasonable alternative for building a modern, safe platform on a tight budget. Enjoy!
    1 point
  40. I have given DAS at DAB about 50k over last three years....I am heading to Phil at Avon Park tomorrow so he can fix problems that DAS created,,,does that tell you anything..... the video is showing how DAS installed a brand new throttle cable....this is the second cable and of course I had to pay for the first one. and the repairs ever since..... Phil just fixed it the correct way with parts from Mooney. IMG_2562.MOV
    1 point
  41. Formation practice with @Bolter and @JRo
    1 point
  42. AF447 had showed no flaws other than PP pilot performance. I unwittingly was served up the AF447 profile in the sim and flew it flawlessly. All the pilot had to do was put the airplane 2.5 degrees pitch up and set the power at 83% and the airplane will fly. Basic attitude instrument flying. Keep the shiny side straight and level, sort everything else out later. I was served up a similar situation when I was an F/O on the 757 with a total AC power loss. After grabbing the airplane when the Captain let go of it, without announcement to focus on the electrical panel, I simply pulled the power back and started descent in JAX leaving the airplane in speed trim, about 240 knots, flying the airplane from the right seat on the standby AI. When the CA decided to come out of the fog and took the airplane back from me we went everywhere from stick shaker to clacker, despite giving it back to him lined up on the localizer ready to intercept the G/S using the standby needles. All he had to do was drop the gear and flaps and keep the shiny side up and he couldn't do that just as those two AF F/O's could not attitude instrument fly. Needless to say, I was dismissed in the debrief with an "UP" and the Captain stayed behind. Bottom line in both cases? There is no substitute for attitude instrument flying proficiency. I highly recommend reading "Understanding Air France 447" by Bill Palmer. Bill was a LCA for my line. https://www.amazon.com/Understanding-Air-France-Bill-Palmer/dp/0989785726/ref=sr_1_1?dchild=1&keywords=Understanding+Air+France+447&qid=1611321251&sr=8-1
    1 point
  43. Done. Bought Yariv’s Ovation N43FM. Sent the wife out to get it.
    1 point
  44. From the album: My 231

    © Peter Albert KNOLL checkflug.eu aviation

    1 point
  45. My. Olympus (30 nm from home) from 9,000 feet
    1 point
  46. I am confused. If the following you posted is correct, then what does getting anything from Lycoming even matter? "In readingthe AD, compliance is accomplished as follows: Look at the list of affected engines. IF your engine is not on the list, you're not affected and go fly." If YOUR engine wasn't on the list, it seems you were good to go from the start, and Penn Yan should have known that. The crank shop, NOT having the engine info, was merely responding to the crank serial number. Or, am I missing a key point??
    1 point
  47. Absolutely. Another thing - a 30K C is still a used airplane that would cost 400-500k if priced competitively in today's market. (Not saying that Mooney could actually build it for that price just my guesstimate fo what it would sell for as a new airplane). So maintenance and upgrade is as if flying a 400k machine. And one more thing - Garmin seems to have a crack business-economics team pricing their equipment meaning they seem to do a good job of finding the price point that sells the units at a brisk pace that is somewhat more expensive that some other options but not so expensive that they don't sell hand over fist. I have an appointment at the beginning fo the year to install a pair of GI275's. They are way too expensive. They cost what they cost. A little More expensive, installed, than an aspen pro, but not a lot, and with the upgrade path to the gfc500 that I may do if and when my kfc200 goes belly up.
    1 point
  48. I throw all the screws in a Dixie Cup (should I just call them cups?) and spray them with lube before you put them back In. They never stick. You can even use @Piloto favorite WD-40
    1 point
  49. I am debating on replacing the starter with a sky tec. I have not thought about the electronic mag. Which electronic mags are the best choice? I have had the plane in 3 different shops for the last 6 months trying to diagnose the issue. At this point the cost is what it is. I’ve talked to David and let him know that if he sees anything that needs attention to let me know and I will replace it. I feel that the plane is in good hands and I’m just ready to get the plane back and use it for its intended purpose of making memories with the wife. I appreciate all the advice and knowledge. Thanks.
    1 point
  50. I promise I'm not trying to hijack your thread, but I just finished researching all of this myself. As to carpet, the Mohawk aviation distributor is Douglas Interior Products. I worked with Brodie Smith and he was very helpful. The AC-7314 line is burn rated and comes with certificates. Cost is $36.12/yard. I believe it took 8 yards to replace all carpet in my plane with little to spare. It comes in a roll. Just use your old carpet as a template. I took the cuts that would have exposed ends to a local carpet store and had them bound for a finished look (and to protect the edges from raveling) for $100. All in was less than $450. Sent from my iPhone using Tapatalk
    1 point
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