Jump to content

Leaderboard

Popular Content

Showing content with the highest reputation on 01/20/2017 in all areas

  1. 1/11 Aircraft PPI - Foothills Aviation Curtis was great to work with and pointed out most things that the owner had already shown me. Discovered shock disks were older than I thought and some hoses should probably be replaced at next annual. Alternator or Regulator needed replaced. KX-155 needs repaired. 1/12 Closed Deal 1/13 Worked with owner and A&P to replace voltage regulator. 1st flight and checkout with CFI that afternoon. 1/14 Avionics orientation with previous owner and then first leg of solo ferry IYK-PRC. 1/15 PRC-PVW then PVW-GYI. 1/16 GYI-GSP (VFR to IFR) then GSP-FAY 1/17 FAY-2W6 Lots of discovery learning along the way but otherwise uneventful cross country during the middle of winter and contending with Winter Storm Jupiter. I'll try to write up a more extensive trip report some time later. Can't thank the members of this forum enough for the valuable knowledge that is archived on this site. Thanks to Pam Roach and Shelly Parker of Bank of Locust Grove. Mike Jacobs of First Pryority Bank. Al Nur of AOPA Insurance. Curtis at Foothills Aviation KCCB. William Hickle Aerospace at KIYK. Brian Cepaitis (CFI) at Farris Aviation at KIYK. All the great folks that I met at the FBOs along the way. Great turns at Legend Aerospace at KPRC. Super friendly crowd at Rocket Aviation KPVW. Jaimey was super helpful getting a place to stay at KGYI and the line rats were very patient with a new owner. Watch out for the fuel prices at KGSP as they have a new owner and the 100LL prices on WingX Pro are wayyyy off. Lots of Hooah at KFAY. Lastly - Thanks to Ken Reed at 2W6 who met me plane side within 2 minutes of landing to show me the hangar and a tour of the facility that is now home (again) to 56Q. I've logged 18 hours in less than a week. Tons more to learn... 56Q Needs - Little spots of surface corrosion on main landing gear - needs fixed up. Must find a place that can replace the shock discs at a fair price. Needs new hinges for nose gear doors. I would like to find a replacement baggage door arm. I would like to start replacing hoses that are old and have no date tags but otherwise functional. Downlock block should probably be replaced as its 52 years old and I would like a little peace of mind that I know its not worn out. G430 is non-waas but am I really going to be flying in conditions that need 200 foot mins? And like most...ADS-B in the next few years. Pics to follow...
    7 points
  2. Ahem...37 years of this,7 airplanes ,1 helicopter,1 racing sailplane,1 ultralight,3 sea planes,countless rc models,2 parasailing rigs,2 sport jumping parachutes...1 tow behind boat .....problem addiction...I don't have an addiction ..I don't have enough money!
    5 points
  3. Obviously your MooneySpace calibration isn't dialed in. There's a very specific error correction that is applied to all MooneySpace performance data. Think of it as Calibrated MS airspeed.
    4 points
  4. I've owned 3 different Mooney models. Compared to Mooneyspace claims each of mine was the slowest example of its kind.
    4 points
  5. For the view: This IFR flight was between layers and headed for a solid overcast at my destination: This one was headed to New York with 4000' ceilings on a really hot summer day. I would have been sandwiched between high hills and the clouds sitting in high temps and humidity. At 8000', cool temps, no humidity. This one was a return trip from a Pilots N Paws flight. This one was in the soup for 80% of the flight. That's why I have the rating. Sent from my iPad using Tapatalk
    4 points
  6. The pure PLBs such as an Artex ResQLink transmits a 406 signal, a GPS location, AND a 121.5 signal. Your position can be narrowed to a ~2.5 mile radius with the 406 beacon alone; with the GPS data and 121.5 signal you WILL be found. These are not for maintaining contact with loved ones or for tracking a flight. They are for emergency location use only but perform that function very well with NO subscription costs. Having both would be great but if I had to choose one, personally I'd opt for the true PLB. I carry one at all times in a "crash bag" along with several other survival items (in addition to the fixed-mount 406 ELT in the empennage). It makes me feel a bit safer, especially on my flights through New Mexico and Colorado. Here's a link that describes how the rescue process works using these units: https://www.acrartex.com/info/search-and-rescue/ Sent from my iPad using Tapatalk
    4 points
  7. I hope I'm not breaking any rules as I posted this somewhere else on the net but I think it might be appropriate and timely for starting a discussion as the years pass for many of us here on MS I look forward to your thoughts- Maybe the time to hang up the 6 shooter and put the badge in the desk as you walk out the door is akin to a friend of mine, years ago, who decided to retire from a career as a rodeo clown working with bull riders. He was in his 30s. I asked him why and his answer was? "I'm a half step too slow now". He was perceptive enough to see that with age, even at that young position, age has a way of changing things. Could it be that the lines of invincibility and realization of vulnerability cross in ones mind? Will everyone of us be able to make that decision at the correct time or will ego step in the way? Will we all actually watch our own performance and be willing to evaluate it in an impartial manner to make the big decision? Because that's what it really comes down to. When I was on the way up, I was very fortunate to have been allowed into a flying organization that was populated by world renown pilots, pilot heros from several wars and captains of industry in aviation, all of whom were very much older than myself and the crowd I usually ran with. At my young age (at the time, I was the youngest member ever allowed in) I felt humbled to be in their company. I figured I'd better listen to their stories and advice. They had been through it all, way more than I ever would. To listen to guys that "flew the Hump" and what they had to do to survive in that flying, to listen to the greatest test pilots in the world and how close they came to going west and what they did to avoid a smoking hole epitaph, to listen to old grizzled line pilots and how they flew weather on colored airways and shot low freq range approaches in shitty weather in DC-3s and DC-6s, it was an education unavailable today. Over the years (I've been a member for 40+ years) I've watched as they, older than me, have hung up the spurs and walked into the sunset and they all, almost to a man, went through the same metamorphosis. They set the world on fire when young and impetuous, they got seasoned and then became cautious as they matured and then decided that the true root of flying was just being off the ground and looking down and then they saw, in the mirror, that their skills and mental calculations were at a point that they didn't want to "push the envelope" anymore. They decided to follow what Wilbur Wright said so many years ago, "if you want to be perfectly safe, go sit on a fence". It was a hard decision for all of them. Flying had defined their very existence and now they were relegated to self imposed obscurity. But the decision process that they had gone through was directly parallel to that which many others before them had done. Do I have the skills to continue and is it worth the risk in the waning years? Here again comes the lines of invincibility and the realization of vulnerability at a crossing point. I've tried to teach younger pilots that being safe has a process, a thought process and one is never really safe until one is "seasoned" and one only gets seasoned when one does something in an airplane that scares the the living hell out of you and you realize you did it to yourself. Then, from then on, you will have a different perspective on flying. You realize that no matter how safe you try to be, there is ALWAYS and element of risk that could be fatal, ALWAYS. Maybe that is what drives us, the underlying element of ultimate risk. Adrenaline junkies? As the years behind get more numerous and the years ahead dwindle, the view point of "pushing the envelope" somehow losses its luster and maybe self-preservation of what's left (for most) kicks in and the tin star is put in the drawer. As always , it will be a deep and personal decision with the face in the mirror.
    3 points
  8. Another example of upgrades that are much cheaper when done by the previous owner.
    3 points
  9. I do the same. The aircraft is equipped with an Emerging Technologies 406 ELT, with built in GPS, and panel mount controls. I keep the PLB in my small survival kit I keep on my back seat where it is easy to reach. When flying over water for any distance I keep the PLB on my ditch bag (floating), that also has both marine and aviation transceivers in waterproof pouches.
    3 points
  10. I thought you all would like to see my latest revision. The text looks a bit streaky because it's just a magic marker (its a prototype), but the text is actually raised. I may try to do recessed letters and fill with paint (similar to the originals). This may be motivation to upgrade my 3d printer to two extruders so I can print in two colors. Please don't buy the ones for from this NDesign company... I can do better than their prints now and while I can't promise they would come out quickly, I would be glad to provide them for half what they are charging. Dave
    3 points
  11. Hi S, I'm not quite sure what ribbing they are referring to that helps open baffling. I'd be interested in pictures of a 67 and up upper cowling for reference. I installed a reinforced baffle seal across the back of my baffling to keep it tight to the upper cowl and hopefully prevent any baffle seal movement in flight and under pressure. I don't see any issue moving the oil cooler with my baffling kit as most, if not all, of the Van's RV's coolers are mounted behind the cylinders on the baffling and the top cowling has no ribbing aiding the baffle seals. I'm using Van's RV baffle kits and trimming them to fit our cowling. I could order the oil cooler reinforcement and mounting kits and add them to the kit to be installed by the owner of the aircraft. I would leave that up to the owner to get it installed and a field approval approved for that part. I would provide the lower cowling without the oil cooler hole in it for those who want to go that route. Hope that answers the questions. David
    3 points
  12. I would rather be a safe well practiced VFR guy with IFR training and rating.
    3 points
  13. With apologies to the twins (Peter and Steven Garmin), Garmin Pilot 8.6 has some serious flaws. Both iOS versions on my two iPads crashed on me repeatedly after the upgrade. I took the time to reload the app on one of the iPads without any improvement. Just got off of the phone with Garmin technical support. They indicated they know of the issue. It is a problem with their servers and will be resolved either later today or tomorrow with version 8.6.1. If you haven't updated yet, DON'T!!!! Sent from my iPad using Tapatalk
    2 points
  14. On the left side: PTT, Speed brakes, CWS, Elevator Trim, AP Disconnect On the Right side: Transponder Ident, Stormscope clear. I don't use the Stormscope clear button. Next upgrade it will become audio voice control, perhaps, or Warp Drive engage.
    2 points
  15. Don't forget the poor under appreciated knee board light dimmer! Best regards, -a-
    2 points
  16. Can you unlike a post?
    2 points
  17. The EA-6B was uncommonly referred to as a drumstick with wings...it was the first non-trainer that I ever flew...
    2 points
  18. I used to be much taller. Don't get old.
    2 points
  19. I know it will be time to sell my Mooney and hang it up when I can't get in it anymore or I can't push the fat lady out. Sent from my iPad using Tapatalk
    2 points
  20. You're done too. Did I mention Aspen is running a special rebate program? Sent from my iPad using Tapatalk
    2 points
  21. Bless me father for I have sinned. I have been having impure thoughts about open cockpit bi-planes. For my penance I will go fl my Mooney and spend the weekend at another airport, and do 3 instrument approaches.
    2 points
  22. There are lots of life insurance policies that will cover pilots and don't have exclusions for GA. AOPA is only one of the many options.
    2 points
  23. I'll give a totally inappropriate response. We all have an expiration date. Foolish behavior at young age means wasting a lot of years, and often leaving a family in rough shape. If you die in a smoking hole at 98, didn't hurt anyone else, and had a good time doing it, it seems like a reasonable risk/reward trade off. On the other hand, if flying is no longer fun, the reward part of the equation is diminished, and it would make sense to quit sooner. Surly none of us needs to fly, and if we are retired, we can probably go commercial for a lot less. My point is if you love it, keep doing it. Just be careful with others lives (those with you and those on the ground).
    2 points
  24. Let me be the first to throw the wrong answer in the ring... 1) I know that one day my cognitive skills and or my physical skills are not going to pass the test. 2) I know that somebody else is going to want to make that decision for me. 3) I know that there is going to be some fighting to put that day off as long as possible. 4) I have seen plenty of physical therapy and seen some cognitive therapy work up close. 5) I work with people trying to regain these skills after injuries. 6) I am impressed with what I have learned from these fine people... 7) Eat right, get physical exercise, fly like Bennet into your eighties... 8) Continue with your cognitive exercise... reading, writing, puzzles, whatever you like.... 9) Use a desktop flight sim, they make great cognitive exercise equipment. 10) Only retire when you are ready. One day you will wake up and say, 'I just don't feel like it' 11) in the mean time select the right days for flying... 12) A few MS members have had health issues. Nothing like cardiac arrest or brain issues to make you reconsider your flying lifestyle. These people have found ways to keep flying... 13) If it is only getting older driving the decision, I would add some focus to the physical and cognitive exercise and consult a food specialist to work on dietary needs. We have one at our local grocery store that works with customers with their special needs... 14) when you find an exercise that works, add a way to measure your skills. Count the reps, use a timer. You will be able to tell a good day from a not so good day. There are also fitbit devices that can help you with counting exercise and how good your sleep is. 15) If you haven't given up smoking yet. Today would be a great day to start. Consult your doctor, some of the meds are paid for nowadays.... 16) not being able to fly is in the plan. Not being able to drive is worse. Not being able to walk makes things really difficult. 17) if all it really takes is to eat right and exercise to keep flying, I would consider joining a gym, jog on the inbetween days, read a lot of MS and fly the MSFT FS, but I'm not there yet! 18) never give up, there is going to be another day with something important to do. 19) Risk analysis... only you know if it is worth it. If there are people depending on you to be alive you have more things to consider. until that day, fly on! Positive thoughts coming your way... Is that the kind of thing you were thinking? Reminder I am only a PP, not a therapist Best regards, -a-
    2 points
  25. I file IFR for most cross country flights (and I don't mean the faa 50nm definition) but make the choice to fly VFR if the weather allows. So many times I have flown NJ to FL by going direct CRG VFR and then using my IFR to get through the weather and airspace in Florida. Usually the filed IFR is only good for 2 hours from departure time so it only has you covered if you run into weather in the earlier part of the flight. Sometimes, I'm clever enough to file IFR only for the destination portion where I expect to need it for the time I'm there. For example if I'm departing NJ at 8AM, etc in FL is 2PM, I'll file IFR from CRG to destination for Noon. Otherwise, if conditions are easy VFR anyway, I can usually find the time to file a flight plan enroute with flight service at my leisure. It is so quick filing on the ground with fltplan.com or wingx and so long doing it over the radio that it's usually a good idea to file one just in case.
    1 point
  26. My IFR route and VFR route are near identical. VOR to VOR on the east coast using V1. saving time occurs in two ways... My IFR plan always had these two extra time users... 1) sitting on the ground waiting for a release from my uncontrolled airport... can be a long uncomfortable wait depending on how many people are sitting inside with me. 2) following the aporoach at the other end... On a one hour flight, this can add a large percentage of time. It is helpful if I can depart in VFR conditions and open the flight plan along the way... canceling again when back in VFR conditions. ATC around my area wants to drop me as soon as practical. Based on memory of flying IFR a few years ago... Best regards, -a-
    1 point
  27. I have smelled the burnt toast when I have the heat on (usually worse on the first usage of heat for the season). I always attributed it to dust bunnies building up in the heat exchanger or in the tubing to the cockpit.It was either that or one of my passengers actually has a piece of burnt toast stuck in a fat fold. Sent from my iPad using Tapatalk
    1 point
  28. I'm not sure why LASAR telling you that. I installed some used open baffles on my 66 to replace the dog house last year. I also purchased the STC for the oil cooler relocation from LASAR at the same time and installed. They accepted my serial number, year, and model of my aircraft at that time for the STC paperwork.
    1 point
  29. Not too often, but it comes in handy...particularly during busy times. I tend not to cancel the aural alert until I've visually cross-checked what the announcement is alerting me to, and that I'm safely mitigating (or have mitigated) the threat. Most often, I'll hit the button during arrival and approach where I'm trying to hear ATC in the midst of altitude and/or minimums callouts.
    1 point
  30. To M20Doc's comment- My Dad said that he kept moving even in his mid eighties by going to work every day in his one man machine shop. He wouldn't have made 86 if he didn't . My Mother in Law is 98, takes short walks 3 or 4 times a day and is still ambulatory at her age. Sitting in front of the TV all day eating chips a soda is what my Dad used to say- "You're digging your grave with your teeth!"
    1 point
  31. If your seeing goofy EGT data, that may be a hint... Take a look at what happened to the sensor or it's insulation. If the EGT sensor is loose in its hole, it will be leaking exhaust which is quite hot at that point. You may be smelling exhaust, or something burning or getting burned by the hot exhaust. Are you able to uncowl and look? Otherwise, it's a good time to talk with your mechanic... PP thoughts, not a mechanic. Best regards, -a-
    1 point
  32. The Prowlers were effective, but certainly a unique look. I always liked the gold canopies.
    1 point
  33. Kinda' similar to Don's... Left = Speed Brakes, PTT, CWS, Trim, A/P Disconnect Right = ATC Ident (missing a button/cap), TCAS Inhibit
    1 point
  34. I replaced my 51 year old down lock block @ this annual. The old one probably was good for year to come but I love the solid click of the new one.
    1 point
  35. For comparison, this is the underside of the cowl of my 1970 C. This is my resurrected doghouse But all repairs are not immediately visible . . . I like the look of Bob's much better!
    1 point
  36. congrats! that's some acceptance speech!
    1 point
  37. He was uploading pics of really big women to use as screen enhancement on Garmin pilot!
    1 point
  38. David, let me know if there's another shot you'd like to see. The cowl is off at the moment and I can take some more pics tomorrow. Edit: I notice these pics are quite old and do not reflect mods we made. I'll send more tomorrow. Bob
    1 point
  39. FWIW, I have the LASAR relocated oil cooler accomplished in 1997 "Oil cooler relocated by Lake Aero Style STC SA2513NM". The upper cowl has some mods to line up with baffle seals, we add a couple more. Probably do to the difference between the '67 and the older cowls.
    1 point
  40. Hi, My name is John, and I am owned by a plane. When I got my J in 2013, it was just fine the way it was. But then the EDM 800 had a problem, so a new EDM 830 had to be put in and relocated so I could see it better (should have done the 900!). Then the KT 74 for ADS-B Out might as well be done while there is not a big line at the avionics shop. Lately, the stand-by AI has started squealing, so the Sandia 340 might be a good option for replacing it. And I swear if I have to repair the HSI or AI again, I am going to replace them with an Aspen. But if I put in the Aspen, then the only thing using vacuum is the speed brakes, so swapping them out for the newer electric ones will allow me to remove the vacuum system and the stand-by vac. More UL! But the panel will be all cut up with things moving around, so I should have a new panel cut and installed. That would be a good time to put in the EDM 900 I should have done when I did the 830. The CiES senders really make the EDM accurate, so let's put them in when we do the engine monitor upgrade. The paint is getting thin on some of the leading edges (rain really does wear it off), so a paint job is looking like something to do in the near future, but before I do that, there is a small leak on the top of both tanks, so they should be resealed. And if I do the paint job, then the interior will look really bad, so I will get that done when I have it painted. But the glass is getting a bit hazy, so before we go to the paint shop, it should get replaced. Should I look at the engine? With 1500+ hours on it, it seems to be blowing a bit of oil (still only 1 qt. in 8 hours), but I don't want to oil up the new paint job. And I will need to have the prop and governor done while I am doing the engine. Just makes sense. But my J is fine just the way she is. Some of those wild fantasies may get done if things fail or become unsafe, but the majority of them will remain reasons for me to go to Sun-n-Fun and look at the new gadgets. Fortunately, my wife inoculated me from A.I.D.S. She is the one who suggested we get the Mooney when I wanted to upgrade the C172 we had. If I threw all of these upgrades at her, would probably just look at me and tell me to sell the J and get an Ovation. Hmmmm................
    1 point
  41. Two former Mooney Mart people would be enough to scare me away . . lol
    1 point
  42. Well I'm just a wet PPL so my personal minimums are if it shows up on radar I ain't going. Local news story about the pilot: http://www.tehachapinews.com/news/missing-local-pilot-reportedly-found-dead-among-wreckage/article_26d4018c-ddc5-11e6-9f59-83a6ec3a629a.html
    1 point
  43. We are a very small family and each loss of a Mooney hits home. Sometimes we know the victims, most of the time not, but it still hurts when we lose a ship.
    1 point
  44. It's not really feasible to determine flight weather with much accuracy by driving. Hard rain doesn't stop me from flying. For flying you're looking more at freezing levels, TSs, etc. I've flown through rain that was intense and it's not too big of an issue other than some turb. Even the turb and winds at altitude are going to differ from what is on the ground. Depends on the pilots experience, rating etc. Cant arm chair this fairly from a minivan on the highway.
    1 point
  45. Here's my initial thought process on how I'll do the mod process. I'll send out a box designed to fit the cowling pieces ( upper cowl, lower cowl and cheek panels). In this box will be the baffling, carb air box, spinner and backplate if necessary, and misc hardware. The customer will pack his cowlings in the box and send them to me. While the baffling etc is being installed at your hangar, I'll mod the cowling and then ship it back where it can be painted and striped if necessary then reinstalled. Engine mount shimming can be done for final alignment to the new cowling. I'd like to control the cowling pieces being installed and fitted. It's not that others can't install them, but it's my reputation on the line and not everyone will take the time to get it as close to right as possible. Thoughts? Thanks, David
    1 point
  46. Don't downplay lawn mower emergencies. It's a thing.
    1 point
  47. My shop is starting to fill up with Mooney cowling mod parts. Two shiny things arrived today for the G and then F model that I'll be modding soon.
    1 point
  48. Arnold helped me purchase my M 20F from the owner. He was VERY knowledgeable as well as helpful. If I lived locally, I Would not hesitate to use him for my annuals or MTX
    1 point
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.