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

  1. 11 points
    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 points
    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 points
    Don Thanks and Merry Christmas and happy new year to you all MS folks
  4. 4 points
    Feliz Navidad Y Prospero Ano Nuevo
  5. 4 points
    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 points
    I don't get that ad. If you make it your profile pic though I'll read anything you post.
  7. 3 points
    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 points
    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 points
    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 points
    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 points
    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 points
    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 points
    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 points
    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 points
    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 points
    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 points
    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 points
    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 points
    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 point
    A recent in-flight incident concerning a hopelessly jammed stabilizer trim on a K model prompted increased attention to an obscure Mooney Service Instruction (M20-88), and most likely a new Service Bulletin will be released soon. I have written an article that will deal with this subject in more detail in forthcoming issues of the MAPA Log and The Mooney Flyer but wanted to get the word out to the troops sooner so am posting an excerpt here. This problem may occur on K and earlier model Mooneys but here are some generalized procedures you may find useful for stab trim issues in any Mooney. Stabilizer Trim Problem Actions: Jammed Stabilizer—full nose up: The faster the plane goes the more forward elevator pressure will be required, so slow down as much as possible because this force can be considerable. Lower the flaps (takeoff or landing setting as appropriate), fly with the gear up, and use the least power needed… i.e. no need to climb quickly unless you have obstacle or terrain issues. Try to break the jammed trim loose by “shocking” the trim wheel smartly with as much nose down force (front of trim wheel towards the floor) as you can, but don’t forget to fly the plane. Declare an emergency! Pick a suitable airport (a longer runway is better). Configure normally for landing and fly a stabilized approach in the 1.2 to 1.3 VSO speed range. A slightly steeper than normal glideslope will also help. Slowly retard the throttle when landing is assured, flare, and touchdown normally. Jammed Stabilizer—mid position: Not as critical as the full nose up jam previously discussed, but it will still get your attention. It could be caused by a mechanical failure, a foreign object (e.g. rag, pen, flashlight, seat belt) getting lodged in the mechanism, or ice. Turn off Elevator Trim and Autopilot. Apply a moderate amount of manual trim in the direction opposite to that which caused the jam in the first place and consider jostling the plane in an attempt to dislodge foreign objects. (Don’t get overly aggressive—remember the Air Alaska MD-80 that tried to fix a stab trim problem rather than landing.) Land as soon as practical. If the out-of-trim condition is causing problems controlling the aircraft declare an emergency. Consider a no-flap landing (add 10 knots to VREF) if the trim is jammed nose down. Runaway Trim: Grab the trim wheel to stop the motion. The trim motor clutch will slip allowing you to restrain the wheel. Turn off the Elevator Trim switch and disconnect the Autopilot. Some airplanes have a Trim circuit breaker you can pull. Use manual trim. Be sure always to check the trim position prior to takeoff. Improperly set nose trim can make pitch control very challenging. Excess nose down trim will make rotation difficult and can result in porpoising on the runway and a possible prop strike. Excess nose up trim will make it difficult to keep climb attitude and airspeed under control. You can check your Mooney’s trim system yourself to see if it exhibits any tendency to stick at the limits. On the ground, run the trim to the full nose up position and then back slightly to see if there is any tendency to bind at the stop. Then run it to the stop again and give it “a little extra” with the manual trim wheel to see if it exhibits any tendency to stick. Check with your A&P or MSC if you have any concerns about your trim system. Lee Fox
  21. 1 point
    So did Sophia! This photo from that evening is even more famous.
  22. 1 point
    Ads are probably generated based on your browsing history. (I see ads from Harbor Freight and Northern Tool.)
  23. 1 point
    I had the same problem with the King trim switch. I had two cases of runaway trim before it was isolated to the switch. It stuck when trimming for nose down. Even though it was fixed a couple of years ago, I developed a new habit of placing my hand over the trim wheel to monitor it.
  24. 1 point
    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.
  25. 1 point
    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!!
  26. 1 point
    I don't think I have the useful load to handle the kind of survival gear that you guys are recommending.
  27. 1 point
    I blame it all on the fact he was not ADS-B equipped. Shame on Santa, disappointing all those kids.
  28. 1 point
    No. In VMC, it is up to the PIC to provide separation with all aircraft and obstructions, whether or not operating on a VFR or IFR flight plan, or receiving Flight Following services. Show the distinction in 91.113 . . . Besides, I watch where I'm going because I know too many other pilots are not watching where they are going . . .
  29. 1 point
    How many of you guys run your IO360 wide open throttle only adjusting prop and mixture?
  30. 1 point
    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 point
    here we go again.... Chris, do you have the popcorn for the herd?
  32. 1 point
    Merry Christmas to my new to me family! This site has been awesome so far with great tips on buying and maintaining a Mooney. After owning a Mooney for 3 months, I can say without a doubt I picked the right aircraft and the right crowd!
  33. 1 point
    Here is the Spicer part for mine. I need to get the tire chain kit for mine. Sent from my iPhone using Tapatalk
  34. 1 point
    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-
  35. 1 point
    A Rocket isn't a Bravo. I've considered a Rocket on two different occasions and chose to not buy one both times. It is the right airplane for some people but not for me. I'm glad you're happy with yours. Here's a flight I did last weekend. It was from Tucson to the Baja of Mexico and back on a Flying Samaritans trip. I departed Marana (KAVQ) and cleared customs in San Felipe, Mexico (MMSF). That leg was flown at 6,500 ft with about a 10 kt headwind. From MMSF I flew to to a private airstrip on the west coast of the Baja, Robertson's Ranch for anyone that might know it (MR30A), that was a climb from sea level to 7,500 ft and back to sea level. Then from MR30A I flew to Tucson, Arizona (KTUS) to clear customs. That was done at 11,500 ft with about a 10 kt tailwind. Then from KTUS back to KAVQ. That's 561.4 NM so with pattern entries and a bit of vectoring into and out of KTUS, call it 570 NM flown. I had four people in the airplane and I took off initially within a few pounds of gross. I burned a total of 47.1 gallons of fuel for the entire trip. It was 3.8 hours for an average speed of 150 knots across the ground but that was with four takeoffs and climbs to altitude and four landings too. I climb at 2700 RPM, 37"MP and 25 GPH at 120 KIAS for 800 FPM. In cruise, I fly 2500 RPM, 30"MP and 9.0 GPH. Believe me or don't on my fuel flow and speeds, doesn't matter to me either way.
  36. 1 point
    There's a good article about runaway trim in the current issue of AOPA Pilot (Jan 2017 issue, page 87) titled "The Other Autopilot Failure". In the article one reason this happens is the pilot disconnects the AP while putting forward or back pressure on the yoke which may prevent the pitch servo from disconnecting. To make matters worse, the more you fight it the more it wants to go in the other direction. Other than pulling the breaker or shutting off the master, the way to disconnect it is to pitch in the direction the servo is going and it will release. The lesson is always disconnect the AP with the controls neutral. Worth reading for those of you who subscribe.
  37. 1 point
    I'm sure most have read this but good info for Rookie. http://www.mooneypilots.com/mapalog/cruisepower.html
  38. 1 point
    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.)
  39. 1 point
    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.
  40. 1 point
    Yeap, right in your battery compartment, you will find quite a few little black inline fuse holders strapped to various things, go look.
  41. 1 point
    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.
  42. 1 point
  43. 1 point
    Mimi, If you haven't done so already, be sure to ask DMax. I suppose he has as large a data base as anyone. AGL, our MSC shop here, uses Triad Aviation, a good sized shop in Burlington NC. Triad does both Lycoming and Continental. Othman Rashed, "President & Engine Consultant", is very conscientious and has a great deal of experience. I am very happy with their work after 150 hours on a IRAN that involved a new case, new cam & lifters and dressing cylinders. The engine is running strong with all cylinders checking @ 78/80 compression last week. And they met their turn around time allowing us to fly to Summit 2 years ago. They also have a prop shop under the same roof. http://www.hhtriad.com/engine/
  44. 1 point
    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.
  45. 1 point
    I hardly ever drink so maybe that's how I ended up with an airplane. My biggest problem is I like to save money more than spend it, and I own an airplane...what!
  46. 1 point
    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
  47. 1 point
    I really like the noisy spinny thing up front.
  48. 1 point
    Not going to lie, that's the coolest thing I saw today.... I'm sure you as well. Congrats on another step closer to being airborne. Sent from my iPhone using Tapatalk
  49. 1 point
    I'm getting one of those yellow things. Sent from my iPhone using Tapatalk
  50. 1 point
    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!