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Showing content with the highest reputation on 10/03/2015 in all areas

  1. 5 points
    We unveiled the completed cowling today at the Mooney Summit III. It was great getting to meet many of you who've followed the project here as well meeting those who just saw it today. I'll start flying with it on my airplane in the next couple of weeks. Thanks to all who stopped by and gave me feedback.
  2. 4 points
    It's a good thing they have periods. If they had apostrophes they'd be way more possessive and prone to contractions!
  3. 4 points
    At least with all the periods we know she's not pregnant. Clarence
  4. 3 points
    I've had two instances lately with turboprop drivers that were pretty interesting. I was flying the Rocket into Boyne Falls, MI a few weeks ago to pick up a driver delivering a new plow truck chassis to the body (up-fit) installer. MSP Center asked me what runway I was going to use (I was south east bound) and I said RWY 17 (1/2 right base to final). I was out about 12 miles and he then asked a Pilatus his intentions and he said the same runway. ATC then advised him to take a 10 degree turn to the right for spacing, you're number two for the airport. He wasn't happy so he cancelled. I stayed with center and cancelled about 5 miles out. After announcing my position on CTAf (5 miles northwest) he comes on and says " I'm 6 miles south and really moving quick, doing almost 240 knots", like I should jump out of his way so he can land first. I asked if he was a medical flight and he said no, so I continued in to the airport, noting I was doing 200 knots (so big deal). As I was on short final he asks where I am at, as he is now about to enter down wind. I was on the ground, shut down, and walking to the terminal by the time he was on final. This Tuesday, coming back from the Mayo Clinic in the Northwoods Airlifeline turbo Bonanza, I was going IFR into Rhinelander WI (KRHI), following a regional jet (Delta Regional carrier). I heard just before cancelling a VFR Cheyenne 22 miles out announcing a straight in for RWY 09. I was 14 out at the time. I cancelled at 8 miles out and announced my location and amazingly he was now 9 miles out and clearly wanting me to get out of his way (I was doing 195 knots in the B36T at the time). I announced my altitude and inquired what his was, with him admitting being 1500' above mine. I continued to the airport, looking hard for him as I arrived in the pattern. I announced I was on a 2 mile final and he was supposedly "right behind me". As I was pulling onto the taxiway he asks for my position (what, you're only a mile behind me?). He then announces he is on a 4 mile final. Again, I'm walking off the ramp with my ride and he's on a half mile final. Seems some of these turboprop guys think they are the only ones that can move fast. Tom
  5. 2 points
    My annunciator was going tango uniform with various symptoms recently such as incomplete indications pushing the test button during pre-flight. I was aware of the SB to replace resistors on the board to make the low-fuel lights more reliable, but that wasn't necessarily going to solve my other problems such as erroneous intermittent vacuum and voltage indications. Having a nice JPI 830 I have no plans to install a new "primary" engine monitor and toss out the original annunciator anytime soon (or build out a new idiot-light system). I wanted to keep my annunciator, but to suit me it needs to be functional as I'm of the mindset that if it doesn't work it needs to be fixed. I'm not a big fan of "inop" stickers. So I began weighing my options. A couple of used annunciators were available for ~$250-$300 but how long would they remain functional? On another MS thread or two there were discussions of self-service repair, non-aviation electronics-shop repair, and returning the unit to International Avionics Inc. for OEM repair. While I'm pretty handy with a soldering gun and can certainly pop a new resistor onto a PCB I'm no electronics wizard. I can run a multi-meter but not an oscilloscope. Next, I have a qualified electronics shop that repairs my music amplifiers etc. but they don't have schematics for my annunciator and I couldn't log the repair even if they got it right. There were conflicting posts about the manufacturer (IA) with one quote of $1,200 (IIRC) for overhaul and another person quoting $600 but stating that they had a serious personality conflict with the technician they spoke to over the phone. I certainly didn't want to pay more than a AMU for a simple repair but then again I liked the idea of getting it done right. Plus as somebody else put it "it's nice to know that IA is still supporting these aging Mooneys". I decided to give them a call (they don't have a web presence) to inquire about getting my unit serviced and was quickly transferred to the person who would be doing the work (Kenneth). This person was a bit aloof I will say but he was not rude or condescending to me as one poster suggested. We discussed my issues and he convinced me that an "overhaul" would be in my best interest as the annunciator was 37 years old (1978 M20J) and he couldn't guarantee that it would be reliable otherwise. So I inquired about pricing and he said he could bring it to like-new condition for $550.00 + shipping. It sounded fair to me and I don't mind giving a little support to people who help keep our birds in the air, so off it went. About a week later Kenneth called to say the unit was ready to ship and offered to ship it on my UPS account number which saved me a couple of bucks. The bill was exactly as quoted at $550. When the unit arrived I opened it up and was very pleased to find that the "overhaul" was an entirely "new" unit with the exception of the enclosure. The PC board assembly had been replaced with a brand new board and electronics. The bulbs were all new. The graphics strip ("gear, vac, fuel, volts, etc.") was new along with a new lens. The faceplate was original. And it seems to work perfectly so far! It takes <15 minutes to remove/install including removing the glareshield so even with A&P labor it should be an inexpensive job. Often times you get what you pay for, and in this case I got an essentially new annunciator, from the original manufacturer, including installation, all for less than $600. I found it to be a good deal. YMMV.
  6. 2 points
    O.K. Cover her up. One can only view Mooney porn so much. Transformation. C-inderella lost her chin and is the belle of the ball. Home run David. Hope it flies as well as it looks...NOT as hot as it looks:)
  7. 2 points
    There was a time when I did...
  8. 2 points
  9. 1 point
    Looks FANTASTIC, I cant wait for the early M20C version....
  10. 1 point
    I'm sure some guy in 1960 said "I look forward to flying behind a computer controlled engine". So far we're about 100 years behind in motor technology. So if electric motors become common in cars we should have them around 2126. -Robert
  11. 1 point
    At my new home base Texas Gulf Coast Regional (KLBX) just outside Houston they've been working on the self-service terminal all week. After 3 flights this week without refueling, my tanks finally reached the point where "sticking" them didn't tell me anything (down to about 16-20 gallons total) so I broke down and called for the fuel truck on Unicom. They drove over to the hangar and topped me off at the "truck price" of $3.84/gal. After my $0.25/gal tenant discount it came to $3.59/gal for FULL SERVICE. I've got no complaints.
  12. 1 point
    You may be correct! It's not a huge concern for me though. I must say that our bird is unique in that it has been in the family almost all of its life. My father bought it in the spring of '68 from Henry Weber Aircraft. It was being used as a demo plane and had about 100TT. It has 2993TT today. It's still a money pit, but we actually do know exactly what has been done to it over the years.
  13. 1 point
    Anthony well said, now I need to work on my grammar to respond in a clear and concise manner. Ward your obviously are a very experienced pilot and your response was based on Greg using the forum to decide whether to go or not. Greg mentioned many times he wanted opinions from some more experienced pilots to ascertain if his decision making abilities are concrete and how he could use the opinions of the forum in the future. You mentioned he should read the two great books most of us have read, he stated has also has read them. That was a way you gathered some of your knowledge and inserted it into your personal memory bank exactly what he is doing by asking the question for our opinions in an effort to become a better pilot. There's to much bashing and not enough help in this world, I only hope it doesn't infest this forum, as it apparently has.
  14. 1 point
    Yes if evaluating the ask based on just the subject line, then you should rightfully steer clear of advising a potentially hapless pilot. And perhaps I could have worded it better, but I still think this conversation was a positive for the community. The details emerged as part of the conversation. Perhaps I could have asked others how they would look to "evaluate the scenario" rather than imply a "vote", but I did try to make clear that I'm PIC and all discussion aside, all inputs aside, it was my responsibility and indeed my life on the line! I think hangar talk (that's what this is) can be a healthy way to help others to understand the risks that experience haven't yet taught them. Re: the reliability of piston singles, I've had one engine failure where I glided to a runway in a rental Arrow in 1995 (required overhaul but never got the full details), another emergency landing where a piston stopped firing for an unknown reason in my Arrow around 2010 (spalled intake valve lifter caused early overhaul) and then a emergency/precautionary landing with a clogged injector/dead cylinder in cruise in my Ovation. I tell everyone who will listen that time spent over low IMC in a single is rolling the dice (or for that matter on a moonless night), and from a risk management point of view unacceptable to me, as I always want at least one if not more "outs". Most of my go/no go thought process boiled down to interpreting ceilings (I usually want to see mostly 1000) and understanding whether I could even get part of the way and rent a car (VFR at origin) It's just reality that capability is not the same thing as acceptable risk, and we should keep them both in mind. One says can I do this safely. The other says will it still have a reasonable chance of a good outcome should the feces hit the fan. As wonderful as our machines are, they aren't jets with multiple engines, pressurization, etc etc. -Greg PS our machines do glide well so by going up highish in the northeast, I can almost always glide to a runway or interstate. Sent from my iPhone using Tapatalk
  15. 1 point
    Ordinarily, I don't weigh in on discussions like this, but I think this is an important discussion. When I see responses that seem to say "you are an idiot for asking", I cringe, as it may deter others from asking questions. My opinion is that it is critical in ones thought process as to why the OP was asking. If one is asking others to decide for him whether to make a flight, he is dead wrong. As others have stated, this decision absolutely must be made by you, as PIC. However, asking what others opinions and thought processes they use in making these decisions, is perfectly valid, and important. These are some of the most difficult decisions we face as pilots. I we waited until everything was perfect and presented zero risk before we made a flight, we would only fly on perfect VFR days, and perhaps never fly at all. The only way you can ever expand your abilities to fly IFR is to push your limits. However, pushing your limits beyond your capabilities is very dangerous. So the answer is; there is no real answer. It is an individual decision that no one can make for you. So, no help at all. Push yourself, but very slowly and very carefully. Err on the side of caution.
  16. 1 point
    Here's are the steps to buy the perfect airplane for you and your family... Determine your mission.Do your due diligence.Test fly as many different models as you possible can.Establish your budget. Then after you've done all of the above, buy the one your wife likes best.
  17. 1 point
    Amazing. Can't wait to hear about performance and cooling comparisons!
  18. 1 point
  19. 1 point
    Ryan..your not alone, English was not my area of expertise in college, actually my secretary just loves to clean up my letters etc.
  20. 1 point
    I sort of believe that, especially with factory new products. I will continue to overhaul what I have as long as I can. My cam and crank are 48 years old and have a single resurface behind them. When the engine is removed from service, I will likely feel much better reusing those same components than rolling the "Factory New" dice.
  21. 1 point
    Wow! Sharp eyes. PilotPierce, be aware that virtually nothing goes un-noticed on Mooneyspace. All of your virtues and blemishes will soon be outed! In a nice way.
  22. 1 point
    Had one pop in a 1969 Datsun 2000 once, but never heard of one go bad in a J. I'm sure they can, but I would think it would be a total failure, not fluxuating reading.
  23. 1 point
    I have seen one fail on a car before, but never with the needle movement mimicking the graph fluctuations the way your picture from Savvy shows. But then again, I am not an A&P. I'm still pulling for it being a cleaning of the master that resolves it once and for all like Mike talked about. John
  24. 1 point
    Hi Glen, Like you, when I was in the market for a traveling machine, It had to meet two criteria. First, it had to fly the Rockies and second, it had to be fun to fly around home(NY). I looked at Cirrus and Beech. I had flown both, then I flew a NA M20E around Aspen and was hooked. It was much more fun to fly. Cirrus felt like a Jettson mobile and the Beech A36, well, just wasn't for me. V-Tails look nice. I knew I wanted a Turbo for the obvious safety issue, and not having to look for outside lift to get up high. I chose a 252 Encore. It has been a good decision. There is a Mooney Service Center at Centenial, I think it's Arapaho Air. I would speak with them. Insurance is $2,000 per year. I do my own 'Owner Assisted Annual' now. I would recommend that if you have the time. You'll know your plane much better and you can take the time you need to keep everthing working the way it should. Jack
  25. 1 point
    Things are going to start happening for you NOW!

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