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Showing most liked content on 12/21/2016 in all areas

  1. 11 likes
    Sorry for the retread from last year, but I didn't have time to photoshop another Mooney in flight over a winter scene. The feelings are unchanged.
  2. 4 likes
    Apparently, Santa was not on a flight plan or using flight-following when he entered this "Hot" MOA. Glad to see the military aviator got them down safely with only minor damage -Tom
  3. 4 likes
    Don Thanks and Merry Christmas and happy new year to you all MS folks
  4. 4 likes
    Feliz Navidad Y Prospero Ano Nuevo
  5. 4 likes
    I looked through the NTSB report about a week ago and it looked more like a too tight base to final, the plane then rolling inverted and nose down. Maybe he was trying to slip in the turn, which would not be good. But the main point to take from that accident is that no matter how many hours you have nor how much skill, the rules of aerodynamics apply equally and mercilessly. Greater skill does not let you opt out of them.
  6. 3 likes
    I don't get that ad. If you make it your profile pic though I'll read anything you post.
  7. 3 likes
    Not to lessen the seriousness of the situation BUT- manual gear, manual flaps, manual trim? All you electrified guys always have problems. Progress marches on?
  8. 2 likes
    Santa came early this year!! Closed on it Friday and the previous owner flew it out here to me in CA today. Some of you probably recognize it from a for sale thread here on MS. They are finishing up clearing out the hangar and then will be putting a fresh coat of epoxy on the floor. Hope to have her moved into her new home by Tue-Wed. It was a fun adventure searching for a plane and the whole process of purchasing this plane was a pleasure. The seller is a fantastic guy. I'll get a fun write up of the whole journey on my blog later this week but I had to come here and share the good news. Oh, any of you out at KAJO (I saw a few others on the ramp) I'd love to say hi and meet sometime.
  9. 2 likes
    LMAO! ..... I WOULD but I'm not sure my wife would see the humor in that. I feel sorry for Sophia Loren having to sit next to her!
  10. 2 likes
    When I saw the Garmin G5- I had a similar hope (drive the ki-256). The cost of the converter from Aspen is just a little over the top IMO.... as is their SV upgrade cost (really... $3k for SVT? $3K for the EA100? These things must be made with solid platinum components.... even then they are marked up.). Oh well... I guess I can keep dreaming.
  11. 2 likes
    Based on my experience, if a proper crosswind landing is made, the airplane should be pointing straight down the run way by the time the nose touches down. As far as the mains go, the down lock mechanism is what is taking the side load, not the retract mechanism- at least that is what i gather from working on my own aircraft.
  12. 2 likes
    The announcement of the KI300 has been the cause of many to drink the vaporware Kool aid here, and even one particular evangelist to quote the high reliability of this non existent product. Once I heard RC Allen had a "hand" in its' development and production, my hopes of it being viable were greatly diminished. see https://mooneyspace.com/search/?&q="ki 300" While in theory, the KI300 would be nice, what would be even nicer is an option for the ESI 500 to drive the antiquated analog KI autopilots. Those "fine swiss watch" KI 25X AI's are making Bob Bramble have a very nice Christmas once again, and will continue to do so (currently at about $2500/ rebuild and align every 500 or so hours). Nothing against Bob, he does a great job on filling this demand.
  13. 2 likes
    Transponder is back in and working. We found that the backlight was the one run to the new circuit breaker. The actual power to the transponder was just a dead end, possibly taken off the bank of fuses we removed. New PAI-700 vertical card compass is installed. We will swing that later. Waiting on the holidays to go by so my IA can come and put this governor back in. Hector, Hijackers is on our shortlist. We might be working on it the 25th, so maybe soon afterwards. Upcoming destinations: Jan 14- KLEE for the Florida Mooney Breakfast. Jan ~21: Poss Charleston, SC to visit the USS Yorktown Feb: The missus and I want to fly to Kitty Hawk, NC to see the Wright Bros memorial. I've been there as an 8 year old, I'd love to go back and get a picture in the same spot. March: Tullahoma, TN for the Beech museum April: SnF & Wings Over Suwannee July: OSHKOSH!
  14. 2 likes
    The Power Tow transmission is available on their site for a whopping $500. The problem you are having is probably the same problem I had with my Lug Bug. The Lug Bug line was bought out by Power Tow. If you are having shifting problems, it is most likely the detente in the shift lever. In my case, the shift lever actually cracked at one of the detents. A buddy of mine managed to put it together with a homemade fix. The transmission is from a Gilson snowblower. Here is the part for the shifter. The site has other replacement parts as well. http://www.gilsonsnowblowers.com/snowparts2.html#footefork Sent from my iPad using Tapatalk
  15. 2 likes
    Not exactly... if you're IFR, and a traffic conflict exists that you recognize in VMC, with other IFR traffic, the ownus is still on you, the pilot with situational awareness, to remedy the situation. ATC has an increased role in providing safe separation, but you are still responsible for the safe operation of your craft, if you recognize a potential conflict.
  16. 2 likes
    Almost but not quite. I've had ATC give me traffic call outs (11:00, 4 miles) while I was IMC. Does me no good, and I always respond that I'm IMC. Let's them know the onus for separation is on them, otherwise it's on me. When I'm IFR in VMC, sure they give separation from other IFR traffic, but it's still up to me to ensure I don't hit them, and it's pretty much up to me to avoid VFR traffic, too. I've had traffic calls in IMC for nearby traffic squawking 1200, several thousand feet above the bases, too, so there are no guarantees.
  17. 2 likes
    Way to go Don! Let's get the festivities started! Merry Xmas, Happy Hanukkah, and pleasant holidays to all who are celebrating this time of year... Best regards, -a-
  18. 2 likes
    Hands down, for this pilot and airplane, the NGT9000 was perfect, couldn't be happier with it. While only traffic is displayed on my GNS430W, the color display on the 9000 is easy to read and navigate. Hope I'm not talking me out of a sale Its my understanding that to meet the 2020 requirement, GARMIN upgrades to GTX330ES is $1500 so for $2700 you've got a compliant GARMIN system.
  19. 2 likes
    I have answered that. Twice. It's first come, first serve. The only rule is 5 miles and a thousand feet. It's my discretion beyond that. Yes. And it doesn't matter. You could have one and it wouldn't matter. The faa order says safe, orderly expeditious, pick two I guess. UT that's one guy's opinion and I'm in a shit mood tonight, it'll be different tomorrow.
  20. 1 like
    So did Sophia! This photo from that evening is even more famous.
  21. 1 like
    Ads are probably generated based on your browsing history. (I see ads from Harbor Freight and Northern Tool.)
  22. 1 like
    Never had that problem, but then those of us whom crab and kick have to be quick on their feet ;-)
  23. 1 like
    There are springs in the rudder aileron interconnect and there are spring bungees on the elevator. There are no bungees on the rudder. The bungees add pressure to the tail so the elevator will stay in the most aerodynamic position during cruise.
  24. 1 like
    I have to echo this. From the first time I was on this site I felt like I had found a home and after getting my PPL a couple months ago and my Mooney a couple weeks ago I'm here to stay. Merry Christmas!!
  25. 1 like
    Active traffic will never be obsolete. In TCAS II active interrogation/communication between airliners is a must to coordinate proper evasive action. ADS-B is not planned to be involved in these exchanges. Active systems are immune to malicious interference or GPS dependence. Mode A/C has the longest range for ATC radars with 100% of traffic certainty even above Mode S (need traffic address to interrogate in Mode S). José
  26. 1 like
    Sounds darn good. About an hour ago I updated 4 cards: Laptop on the wing, reached in through the little pilot side window, extracted cards one at a time, inserted into PC, downloaded multiple files into each, one after another. So 20th century.
  27. 1 like
    I don't think I have the useful load to handle the kind of survival gear that you guys are recommending.
  28. 1 like
    I blame it all on the fact he was not ADS-B equipped. Shame on Santa, disappointing all those kids.
  29. 1 like
    I know this is blasphemy but I actually prefer to park at zephyr hills and drive. I flew in once but did not like being grounded. I went last year on a Friday/Saturday and had a great time.
  30. 1 like
    I parked in Vintage in 2013. We cancelled instruments and flew the Parker arrival. Piece of cake. The landmarks are easy to follow and there's no need to talk. Don't expect to be able to set up a stabilized 2 mile final. The "tower" uses turn to base and final to optimize spacing and maximize landings per hour on the taxiway.
  31. 1 like
    There is a lot of misuse of the specific term "VFR on Top" which is a specific type of IFR clearance which may be one of the most pointless things. Most people (incorrectly) mean VFR above clouds. I have yet to hear of anyone using it the way it is intended. Now with that said, there is a substantial difference between a non-instrument rated pilot forcing his way above a cloud deck through a hole, flying xcountry, and praying on there being an opening on the other end and an instrument rated pilot who opts not to go IFR. I've done the second. I usually have an IFR flight plan on file just in case. But weather at departure/destination might be full on VMC and enroute I may be over a solid layer. No issue for me as I am IFR capable so don't be surprised to meet me VFR above clouds. However, being an instrument capable pilot, I am well aware of the expectation that everyone above a solid cloud deck is following certain procedures so I am definitely operating a transponder and almost certainly talking to ATC.
  32. 1 like
    You're not making a very good pitch for that 231 you're trying to sell
  33. 1 like
    Taking it to a local tractor shop that handles tecumseh products may be a good idea. The gearbox is probably a standard that has been built by the same company. The tug company probably built the system from available parts.... I have had good luck taking pictures of my tug needs and going to the local tractor shop. Pictures of the part and serial number decal of each part you can find may be helpful.... they are also a John Deere dealership in case you need an industrial scale tug. Best regards, -a-
  34. 1 like
    I'm sure most have read this but good info for Rookie. http://www.mooneypilots.com/mapalog/cruisepower.html
  35. 1 like
    I've been trying to figure out why this is even a thing for the long bodies. Your gear and flap speeds are so high compared to the legacy models, why not just throw everything out and take benefit of all that drag? Why would you even need to do a forward slip? (M20C gear and flap speeds 120/100 MPH. Yes, miles per hour.)
  36. 1 like
    Does pre-flight checking count? Maybe I'm just a geek, but I run through the pre-flight check of my KAP 150 as it is described in the FM Supplement. Takes a couple of extra minutes, but it's just something to make sure everything is working like it should. Was not doing that until I went to the Mooney Summit in 2014 and heard DMAX talk about reading your POH at least annually to learn something new about your aircraft. The A/P check was the thing I took away from my first re-read of my POH.
  37. 1 like
    Seems like most of this conversation is revolving around final with flaps. What about decents without flaps in a short body? That's when I've found myself wanting to slip to lose altitude without gaining too much speed - before gear is down > 120. I haven't started IFR yet, so once I'm at pattern altitude, if I'm needing a slip on final, I'm doing something very wrong and a go round is probably warranted.
  38. 1 like
    I just sold my "Brand C" (don't ask - it was my wife's idea to get it) and I will be picking up my K model in January. Can't wait to start flying an airplane that is really fun to fly!
  39. 1 like
    OP, this is beyond ridiculously cool. I see it took you almost 18 years. I'm not that much older. Seeing as the glass panel is still in it's infancy back then, did you ever envision having that when you first started your project? 122.800 is the UNICOM for maybe 90% of the untowered airports here in the states.
  40. 1 like
    There's no replacement for displacement.
  41. 1 like
    To avoid further mis information, the AD affecting Lycoming engines is 2004-10-14, which defines a prop strike and drives compliance with Lycoming S/b 475c. This requires replacement of the crankshaft gear retaining bolt and lock plate as well as inspection of the gear, crankshaft bore and dowel pin. http://wwwapps3.tc.gc.ca/Saf-Sec-Sur/2/AWD-CN/documents/US2004-10-14.htm https://www.lycoming.com/sites/default/files/Crankshaft Gear Modification and Assembly Procedures.pdf Clarence
  42. 1 like
    I will complain again - with a new scary incident fresh in my mind. On Friday night I crashed our car driving my son home from Cornell. 60mph and loss of control bang into the jersey barrier. Don't worry about the details - and I thought I was better enough than that since I have not crashed anything since I was 17. Knock on wood. Good seat belts and airbags deployed, and all I have is a sore neck and chest from the seatbelt itself catching me so hard. And my son is fine. Thank goodness for modern technology. I am big on airbags today. Ok back to the FAA. Tell me again why I am not allowed STILL to install the airbag seatbelts into my M20K? The technology exists and it is already engineered - only FAA paper work restrictions are in the way.
  43. 1 like
    It's not fuel that breaks down the standard "nitrile" o-rings but is exposure to oxygen and more-so ozone. Fluorocarbon (aka Viton) o-rings are equal to both Nitrile and Fluorosilicone in fuel resistance and are very resistant to O2 and ozone as well. They will have performance similar to Fluorosilicone at a much better price. Also Fluorosilicone is recommended for static applications only, but while the 010 stem o-ring is a dynamic application the movement is small and infrequent so you'd likely be okay there. I'm not sure these newer compounds were widely available when the specs were written but I can state that either Viton or Fluorosilicone are better materials for the application. Sent from my iPad using Tapatalk
  44. 1 like
  45. 1 like
    The edct can be for a lot of things. If it's a gdp it's like a chainsaw. It finds you a time at the threshold but that doesn't mean you can land stacked, you still have to be fit into the overhead stream. That still takes finesse. Mostly what I'm reading is a bunch of people struggling to grasp that they're not the only airplane in the sky. LA center runs a staggered feed to tracon. You'll get sequenced 350+ miles out no matter which stream you're on, bce, drk, or pgs The difference between a m20c and a m20k is not enough to even get most enough controllers attention. They're essentially the same. Now the difference between a eclipse jet and a 757 both trying to occupy FL 360, that gets it.
  46. 1 like
    Wow!!! toooo bad that things break. A year and 10 AMU's to get her in the air again. Still,, you have a bargain plane.. I too suffered through that time, but didn't do any work. Sooo,,, An annual, airworthy, sooo sweet,,,,, 6 days, 17 hours flying. Then you get to ,,, sometimes things break,,, need some money !! Glad your transponder and prop governor repairs will be less than An AMU to fix. Look forward to tales of your flying trips in the future... I am still very proud of you,, doing the work, getting through this ,,, long time,, making it happen,, getting it done!! Oh,, and,, D/C's Rule!!!!
  47. 1 like
    Well, It happened today. 7,955 build hours, 17 years and 9 months of hard work, it officially became an airplane today!! This is the second flight, my first in the left seat. What an absolute amazing machine!! Tom
  48. 1 like
    I really like the noisy spinny thing up front.
  49. 1 like
    I'm getting one of those yellow things. Sent from my iPhone using Tapatalk
  50. 1 like
    From what you guys are saying, mine should have been totaled in 2005 then. Could be a great project for someone. If you replace everything with new and do a complete overhaul on the engine you're not going to come out ahead. The engine does not need an overhaul and if the crank is fine it will only cost a few thousand to get serviceable. Ever hear of using a used serviceable prop? It can be had for much less than a new one. It all comes out to a matter of perspective. It's what you make of it and I don't replace everything with new. Just my .02 and it can always end up as beer cans!