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Showing content with the highest reputation on 01/02/2017 in all areas

  1. I just had my girls up Christmas day
    6 points
  2. Stupidity can't be regulated out of existence. I'm glad that in this county, we are still able to make the decision as to whether we are capable to fly in night conditions or not as a VFR pilot. I'm IFR rated now, but did quite a bit of night flying before I had the rating. This was all in Texas and Oklahoma where you don't always have lights on the ground or stars in the sky. There are some countries, like Australia where you can get a Night VFR rating. I'm still glad it's not required here.
    4 points
  3. I'm gonna hit 300kts ground this year.
    3 points
  4. eh, count shmount. does that make 1 bad mistake better than 3 little ones because you only had 1? I like the idea of analyzing every flight, which I do, but by giving more 'weight' to certain mistakes more than count. more importantly trying to understand the WHY of the mistake. where did the mistake come from and was it avoidable? was a particular mistake something I normally do correctly over and over but for some reason this last flight I didn't? WHY? and then, how do I correct it in the future? and THEN, 5 flights later, review whether any changes I made allowed me to catch that prior mistake more easily or avoid it altogether. making improvements to your awareness and flows to prevent or catch mistakes quickly is better than "I made 4 mistakes today". sure, I want to make 0 mistakes on every flight. but we are human. and the aviation realm is so dynamic, in all honesty mistakes are probably unavoidable. I know, our goals are the same. track and improve. and that's what matters. keep analyzing, keep asking questions, keep thinking, and keep improving.
    3 points
  5. What? ! ? The truth? It's much more fun to speculate, prognosticate, and throw the STC owner to the wolves. Rob, you and Chris may get kicked off MS.
    3 points
  6. For those of us who have attended the APS course in Ada, OK, we know that in-flight mag checks are much more useful and accurate than a mag check during run up. I now regularly do an inflight mag check at the top of decent on any cross country flights. The mag check at run up will show up problems, but not very accurately. You might have a fouled plug, but which one, you might have a broken p-lead, or just a weak mag. You really don't know. An inflight mag check at cruise power with a proper engine monitor will tell you exactly what the problem is and if it's a plug or two, it will tell you exactly which ones.
    3 points
  7. I disagree Jose. There's VFR flying on a moonless night between cloud layers and then there's flying around NYC lit up bright as day by a full moon. You can see the horizon, ground, and airport at all times, nothing to do with instruments. It's up to the pilot to have the prudence to understand the difference and his limitations.
    3 points
  8. We start by teaching them how to back out of the hanger in reverse
    2 points
  9. I think where the confusion may be that you can operate within the 60 DME arc but you must have completed the training. Once you complete the training, then you would understand that although you don't need to be on a SFRA flight plan because you are not entering the SFRA, you need to comply with the speed restrictions. As a side note, the training materials posted are not current. The Leesburg ingress/egress transponder code is now the same code: 1226. Sent from my iPad using Tapatalk
    2 points
  10. I am returning from a week going to Florida and after we I put the aircraft back in a snow bank I asked my buddy who was with me all this trip: "Did you at any time for the trip feel unsafe?" His answer was "no". This is how I evaluate the trip. We had some bad weather conditions that could have made this trip bad but always acted the right way. Yves
    2 points
  11. It is a wire from the magneto coil to a ground, when the ignition key is turned off. When grounded, the coil can not produce a spark.
    2 points
  12. If you have a compressor in the hangar, you might want to get a air power grease gun. Northern Tool has one for under $30, only $10 bucks more than the hand pump type. There are gear fittings that take 3 hands but are much easier with the pneumatic gun. Also, there are a couple of style tips. The kind the are metal and can be tightened around the fitting by twisting the nozzle work great compared to the plastic gripper. interchangable tips @ auto part store.
    2 points
  13. The shock absorber on the nose gear was to dampen vibration in the steering mechanism. It was removed by SI (SB?) several years ago. You probably had a curious mounting tab with a hole in it still on the gear.
    2 points
  14. Mine is getting really good with the g1000. Kids pick that stuff up quickly.
    2 points
  15. The cable on the actuator, moves the flap position indicator in the cockpit. Very high tech!
    2 points
  16. I got tired of cleaning up oil drips from my breather tubes. I have also wanted to try my hand at 3d printing. So here is the result.
    2 points
  17. all the inspection panels came off. My IA was persnickity about looking for corrosion. Im scrubbing as I go along. Keep finding more dirt. Pretty sure this thing hasnt gotten a real cleaning since it was painted 20 years ago.
    2 points
  18. I unscrewed the plastic back seat top, then unscrewed and removed the carpet piece that is covering the metal frame. The carpet is the one with the levers that move the seats. It is supported by a plastic backing. I measured where the bracket should be, then drilling through the plastic backing with a drill bit big enough for a #8 stainless steel screw. I then used two washers, a screw and nut (each) to fasten the bracket to the carpet piece. I even put some teflon anti chafing tape over the nuts in the back just in case it touched the metal when put back on but it doesn't seem to touch anyway. Then I reassembled it all. NO DRILLING INTO ANY STRUCTURE!
    2 points
  19. You need to find out WHY your fuel gauges are not working. If it's a sender problem, the 900 won't help you a lick. Sent from my XT1585 using Tapatalk
    2 points
  20. Thanks - but paint was in decent shape, but not great. I have sketches - but its a surprise - :-) I will post when I have photographs - hopefully in March. It will be a whole new look - and maybe even a new tail number if the FAA processes my request soon enough. You won't recognize me in a new colored mooney, with a new tail number, and maybe I will even wear a groucho marx noes. You will never know its me! Other than the 4 blade prop as the one give away. Its at weepnomore right now for (preemptive) reseal plus lr tank install - plus I got a new interior by Bruce Jaeger and new leather by SCS - so I will retrieve that later this week hopefully weather permitting - I will post those pics when I get it....
    2 points
  21. ALWAYS take off with full rich, you are risking detonation by taking off without full rich mixture unless you are above 3,000 ft density altitude. Lycoming now says to lean to best power mixture for ground operations, including run up. Mike Busch has an excellent webinar on leaning (actually 2, there is an advanced leaning webinar as well). https://youtu.be/_VfiPuheeGw
    2 points
  22. I think there is still a lot of speculation on what is going on (or not) with the STC. I will try to reach them to understand the situation. As someone who has 26 year old bladders (wish I could say the same for my real bladder), I am not overly concerned. Sent from my iPad using Tapatalk
    2 points
  23. And a new year deserves a new picture , nice flaps!
    2 points
  24. It was the previous owner And thanks. I really don't consider myself a cool aviator. I am one of the few (the only one?) pilots who does not consider himself to be a superior pilot. I consider myself adequate, and hopefully, safe; but still not a very good pilot.
    2 points
  25. I am IFR rated and refuse to go through clouds when there is any risk of encountering ice. Returning from Florida yesterday morning I was VFR (because of the above) and encountered marginal conditions 30 minutes out of my home base. It was 2500 ceilings with 3 miles visibility and daytime. As I was navigating through this shit I was telling my copilot how fortunate we were that I was IFR rated and could keep the sunny side up and find my way in these worsening conditions. I knew things were worsening and I was all set on an emergency RNAV approach if needed. I could not imagine a VFR pilot going through this and not worry... and it was daytime with no mountains. At night in VFR, without 5 miles visibility and 2000 feet ceilings I think the risk is too high... but each have their own personal limits. The poor fellow who crashed probably had the wrong limits set for him. Prayers for families. Yves
    2 points
  26. Prayers and our thoughts are with their families. Be careful out there...keep your eyes outside, specially in the pattern...TCAS, ADS B and whatever other gadgets we may love don't substitute our eyes! Sent from my iPhone using Tapatalk
    2 points
  27. I realize it is a Cessna...stop that I do have him flying a real plane...
    2 points
  28. RIck, with the MP fluxuating form 30 to 20 or so, you are not making exhaust to run the turbo when it drops to 20. 4 reasons cause this. 1) fuel, 2) air, 3) spark 4) compression. Lack of compression would not be intermittent, so eliminate that. Since you have a set of Tempest FIne wires ready to go, why not put them in today and give it another shot. It would not necessary eliminate the spark as a cause, but from my experiences, putting in Tempest (even massives) does wonders for running a TIO540 A1FB motor leaned out. The Slick mags are junk but we are stuck with them until an electronic system is approved to replace it. Don Kaye eluded to one in the works. Unfortunately I think it is still on the same path the BK KI300 is. More worrisome would be a density controller/Fuel injection servo/pump issue
    2 points
  29. Her landing gear looks pretty good too......
    2 points
  30. Some of my favorite reading on Mooney Space. Lots of great tales from last year. Looking forward to this years adventures and hoping all have great flying to share with others. Bonal
    1 point
  31. Only you "electrified" guys can do that with an arm rest! Us charlie armstrong gear guys are left out but then again, we don't have no stinkin' gear actuator problems :-) :-) :-)
    1 point
  32. 1 point
  33. Peter, here is what I have in the parts manual.
    1 point
  34. I have yet to make a perfect flight and am certain I never will. Perfection is somewhat subjective based on our own criteria. I think I have made a few flights that were almost mistake free but that is different. I always go over each flight mentally usually in the evening after settling in. I'm always thinking about how I could have done better and of course reading all the accounts of flights here on MS and applying the information to my flying and yes that makes me better as a pilot. I have so much more to learn.
    1 point
  35. Beechtalk often has folks selling the KI525A HSI's. One just sold for $500 while the entire compass system inc. the 525 advertised as like new from Charles Larabee sold for $1850. Alan Fox seems to get them on a regular basis also. And then there is always EBay. I purchased an Stec system including the ST 180 HSI to replace a perfectly good working version which is now on my shelf as a backup. The new to me used unit will fly till it dies knowing that I have a perfect original backup.
    1 point
  36. The TCDS authorizes the removal in the Notes section, and not the STC. The STC doesn't know or care what is previously installed. -Matt
    1 point
  37. The heat in my Eagle can cook a turkey if it's on too high.....
    1 point
  38. I don't understand why the engine would fail just by doing a mag check on a reasonably well maintained airplane.
    1 point
  39. Definitely review the offerings from Ceis. A better probe in terms of accuracy than the originals. Getting the originals working right is a lower cost, and excellent idea. How accurate is your FF system? (My best friend for evaluating fuel used) easy to screw up when not reset properly. Best regards, -a-
    1 point
  40. It is! So is easton. We should do some 1000 foot flyovers. However, then we may get photos taken. Then again, most of our addresses can be looked up by the aircraft registration! -Seth
    1 point
  41. I have rarely flown at night as a matter of policy in SE operations, even though I really enjoy it, but when I have, I seem to have always reached a moment (or more than a moment) when I find my self deliberately transferring attention to instruments as visual reference becomes a problem - remembering this is rural country up here - and I have found doing the approaches to be really helpful especially for away airports.
    1 point
  42. Also it just occurred to me that if the problem is mainly at close to idle, you may want to have your idle mixture checked. Look for transient rpm rise of about 50 when you pull mixture to idle cutoff when shutting down. If it's much more than that, you want the idle mixture leaned on the carb - it has to be adjusted in unison with the throttle idle position on the carb in a stepwise trial and error process.
    1 point
  43. Are you saying you are using cellular 4G for data? I usually lose cell service past 2,500 feet here in North Fla, the antennas on cell towers are pointed down.
    1 point
  44. An FOD sweeper that is leaving FOD in its wake would be bad... One that is generating its own FOD would be crazy... One that is generating its own FOD that can be traced back to the sweeper would get very expensive, quickly. picture these curly wires getting sucked into a jet engine for example... It would be a good idea for the owner of the sweeper to find out why the brush is falling apart, no? Best regards, -a-
    1 point
  45. Only if Marauder provides the pics. Let's not distort our markets. Sent from my iPhone using Tapatalk
    1 point
  46. 1 point
  47. charheep, I have been in your shoes and complete understand that frustration. I am wrapping up a 18 month search for a Mooney that began by looking for a J, considering a K, E and F models before finally coming back around and stumbling upon the perfect for me J that I am closing on tomorrow, Lord willing. Where did I happen to find it... Craigslist of all places and thank goodness that it wasn't marketed more broadly. My suggestion are this: 1) be patient with your search and search everywhere, 2) continue educating yourself here on MS, and elsewhere to really learn about the issues that drive real value, and 3) as other have educated me here on MS, plan to purchase something that is at the top end of the price range for it's model/year to get the best value. With that effort you're putting in, you'll start to quickly separate the wheat from the chaff and when you finally see some aircraft being sold that you regret not making an offer, you'll be ready the next time a quality plane comes on the market. I'd be happy to share more as other's did for me; just send me a PM. Good luck with your search!
    1 point
  48. Thats a good idea. But not many people will bypass a thread about famous boobs, so his question will eventually be read here.
    1 point
  49. Yes. On the legacy airplanes with the spring bungees connected to the elevator, the yoke moves as you move the trim. That is actually how I reset my trim after landing- by yoke position.
    1 point
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