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Showing content with the highest reputation on 02/23/2017 in all areas

  1. If he's been looking for two years and hasn't found what he wants he either is a tire kicker or has unrealistic expectations. One of the guys I'm advising that just had the offer accepted on a K model first contacted me on January 4. On January 4 he had no idea what he wanted so we started with "what's your mission" followed by "what's your budget". On February 20 he had an offer accepted. It doesn't take two years to find a Mooney.
    3 points
  2. Operation 'Cool Cylinders' was a success. 5 hours of work has netted me about a 20-30 degree cooler reading per the stock #3 CHT gauge. At 120MIAS, it was barely below 400 whereas before, it would be about 420. In cruise, it's down to 350 whereas it used to be at 380. Awesome! 350-360*F cruise. This used to be 380*+ 120MIAS climb. This value used to be 420*F
    3 points
  3. Rule of thumb is tach time is for maintenance, hobbs time is for renters.
    3 points
  4. The problem is if water accumulates in the tanks while sitting due to something like leaking gas caps. The water may not have made it to the gascolator yet. If you drain the gascolator first you migh pull water from the tanks into the lines. It's better to start higher in the system (the tanks) and make sure those are clear before moving to the lowest point (gascolator).
    3 points
  5. Then you look towards 250 knots and those planes are high six figures (used). Around 300 knots seems to be the 7 figure threshold. The old aviation saying is "How fast can you afford to go?"
    3 points
  6. $150,000???? Dang I knew I should jumped on it when you offered it for $86,000 the other day in a thread.... Sent from my iPhone using Tapatalk
    2 points
  7. Shoot for a CEF- you'll get 90% of what the J does (maybe more useful load than a Later J in an F), and get a nicer model in your price range. For low end of the model, plan to spend 20% of the asking price on squawks over 1 year. For a higher end of the same model, you might spend 20% of the asking price over two years but this is more likely to be split between addressing squawks and performing upgrades. Sent from my iPhone using Tapatalk
    2 points
  8. You can't make a J work, a 60K J will require 20K of maintenance. No matter what, save 10K for unexpected expenses and possibly an upgrade.
    2 points
  9. I like your requirements list. And if I were you, I'd take my $45K and go buy the nicest C you can. You should be able to find one that ticks all those boxes. I'm sure a partnership would be nice, but it's also nice to have the plane all to yourself, and not have to get anyone else's agreement for anything.
    2 points
  10. 2 points
  11. I bought my F from this site 14 months ago. Everything's for sale - if the price is right
    2 points
  12. From the album: Noelle Dass

    © © 2017 Noelle Dass

    2 points
  13. Thanks for the fast replies! The aircraft I fly for a profession spits out the numbers and I write them down - my K, not so much... I was logging an oil change in my engine log. The aircraft has a Hobbs and tach. The gentleman who had it before me has always recorded tach, Hobbs, and total for all of the entries. I was trying to figure out what to put in the book for Total. Some entries he'd entered before were reflecting a change in Hobbs, other entries married up with tach, others agreed with neither. I'll have Total follow along with the Tach from now on. Thanks again gents!
    2 points
  14. The FAA does not recognize the term Total Time so I assume asking about Time in Service for maintenance purposes. Such as in the perspective of the Mooney Hour Meter discussed in the another thread. See FAR 1.1 definitions, Time in service, with respect to maintenance time records, means the time from the moment an aircraft leaves the surface of the earth until it touches it at the next point of landing. Although more expensive aircraft actually have meters that read time in service per the definition above, Tach time is the most common proxy for measuring it. But of course its not truly 1:1 with time you would more accurately measure per the definition with the proper device. But for purposes of recording time in service its very common method. But we're actually counting more than the time intended with a simpler device. But wheels up to wheels down is all that we would actually want to record. Idling and taxing don't count.
    2 points
  15. Due to displaced thresholds at both ends, my airport (Y47) is 2264 x 40 landing west and a whopping 1862 landing east. And the surface is crappy, too. 70 miles per hour on short final, full flaps, retract the flaps to get better braking shortly after touchdown. When I'm by myself I'm doing closer to 65 MPH on short final as I cross the airport boundary. But that's nothing for an M20C. A friend used to fly his Ovation 3 out of my airport.
    2 points
  16. True, but he's still a youngster at 74 and a very active busy guy. But as you say, there are way to many examples of early onset of dementia even under 40. David Cassidy was just in the news yesterday for going public with it at age 66 which sadly isn't uncommon. I am hoping I'll be more like Bennett here on MS! Sent from my iPhone using Tapatalk
    2 points
  17. Well I found a nice roll of 4"x6' silicon rubber baffling sealer in the box of goodies the previous owner left me, and I folded it upon itself and stuffed it REALLY tight in between the alternator and cowling. That was a BIG area shooting air straight into the lower cowling from the inlet. It's not as nice as that riveted felt as pictured above, but it will surely help raise the pressure differential. I also bought some red silicone (good for 650*F) and sealed up all the various holes in the cowling. It looks silly with all the red smears and dots all over. Also, the back of the doghouse was LOOSE. I found empty screw holes that holds the doghouse to the back of the #3 and #4 cylinders, so I found some screws and tightened that up, it should help force air between the fins and most importantly. hit the deflectors below which push air around the bottom of the cylinders. Also, I replaced some screws and added washers on some of the splits so they are flush. As darkness fell, I had the GF shine a flashlight and not a SPECK of light was coming out of the other side. I'm going up for a test flight tomorrow, I'm really excited to see how well it works! Maybe santa can bring me that guppy enclosure. (Anyone have one lying around???)
    2 points
  18. http://www.aircraftspruce.com/catalog/cspages/felt.php?clickkey=3912 Wool Felt sold by AC Spruce, pop rivets, sht. mtl. screws. I need a better photo of the work around the alternator, maybe I can find one. My CHT's always below 390. The area around the prop gov. oil line & alt. bracket the most difficult to seal.
    2 points
  19. Got back to this project after a long hiatus. The past 6 months we've been flying around without the leather decorative items. Finally made some today. I reused the metal backings, and fashioned new backings from ABS sheet that i purchased at the auto upholstery supply shop. I used a layer of 1/4 inch foam and a second layer of headliner foam, then came the glue. The method used is that by the famous YouTube auto interior guy Checaflo (Cesar). Sometimes I watch his videos just to relax. But I'm weird like that
    2 points
  20. The main runway, which I have never used, is 7200+5800' overrun. It's the old Kincheloe AFB that closed down a long time ago. I use the shorter 5000' one that is always directly into the wind. I park in a new hangar that sits on the alert pads at the bottom left corner of the photo - exactly where the F-106's parked back in the 60s to intercept those Russian bombers. Sent from my iPhone using Tapatalk
    2 points
  21. This is the perfect plane for someone who is willing to put in a little sweat. paint some polygone gel on and wipe off the polyseal the next day, then reseal the one tank... .. fly home and do the rest. If I were retired and had nothing else to do with enough hangar space, I would give it a new life.
    2 points
  22. I drain my gascolator on the first flight of the day every time. 1. I sump the tanks first. If there happened to be water in the tanks and I did the gascolator first, I would introduce water into the line between the tank and the gascolator. 2. Pull the gascolator ring for 5 seconds on each tank. While I suspect there is rarely anything there, it is worth it to me to waste a 1/2 cup of fuel to get rid of any water or dirt that might be there. 3. Do the walk around and make sure it isn't leaking. I'm starting to like triple8s idea of moving the plane before I do my walk around. Or I suppose I could just make sure the puddle evaporates before I leave. One time I found an extra puddle under the plane. The left wing sump drain had not completely seated and developed a slow drip. Had to sump it several more times to get it to seat. Must have been a small piece of dirt in there that I couldn't see.
    2 points
  23. Wow, talk about a can-of-worms question. If you ask 10 different A&Ps and FAA inspectors you'll get 10 different answers. It really comes down to the person doing the installation, and then the IA doing the annual inspection every year thereafter. The FAA has never specifically said that non-TSO or non-PMA parts could not be installed on an airplane, but I agree with the Spruce catalog that these lights would have to be supplemental and not primary lighting. To try to make them primary would take an approval process like an STC or Field Apprval and documented on a 337. Since that isn't the case here, then the only question that remains is whether the installation creates a hazard and is installed in a manner that allows return to service in an airworthy condition, and this is where the different opinions come in. If you are successful in finding an A&P who is willing to sign off the installation as airworthy, then every year you will need an IA to sign off the annual inspections that also agrees with that airworthiness determination. In this case, if someone asked me to do their installation, I would first want to look at the lights to see if I truly felt that they were manufactured to a standard that I felt comfortable installing in an aircraft. Next, I would install them in a location that did not inhibit any other design function of the airplane or that would create an additional hazard in the event of a crash. Finally, the lights would have to be installed with aircraft grade hardware and components such as toggle switch, wiring, circuit breaker or fuse. If I were inspecting the airplane for an annual inspection, I would be looking for the same things- and if I saw an automotive store toggle switch providing power I would not sign off the annual. And I would be very suspicious about the installation in general if that were the case- as well as the rest of the airplane in general. If someone is going to cut corners on a toggle switch, what else are they willing to cut corners on? Bottom line? There are very good quality battery powered lights that you can put in yourself using either Velcro or Command strips that wouldn't raise a single eyebrow. Why not just do that? I am just one A&P/IA with only one opinion. Hopefully we can get 9 more to weigh in.
    2 points
  24. Lots of statements in this thread and lots of answers to questions that were not asked. It's not more efficient from a BSFC standpoint. compression ratio has a direct effect on thermal efficiency. However, in terms of manufacturing or say power to weight ratio, turbo charging (this is to say boosted above a standard atmophere) has many benefits. There are several 550 c.i. Continental variants that meet or exceed 350hp and they are all TSIO engines. Non of their NA counterparts can match their HP/c.i. High boost increases volumetric efficiency and power (same c.i. is able to pump a larger volume air and fuel). If Continental were to make a TN engine in 350 or 360hp, it would require more displacement or a much higher compression ratio or both.
    2 points
  25. That previous owner gave you bad advice. Water in your fuel system can ruin your day. The gascolator is your last line of defense. It is easy to become complacent when you don't normally find anything but it only takes once. The gascolators in the early models are in an inconvenient location but they also have glass bowls so it isn't hard to see if there is water or other contaminants collecting inside. You should be looking up in your landing gear bay anyway to check for condition of your gear and any foreign objects like birds nests. Use that opportunity to look at the gascolator.
    2 points
  26. My CFI told me of a mooney driver who ran out of fuel and crashed. He took off with plenty of fuel, slumped the tanks, pulled the gascolator and evidently one thing or the other didn't stop leaking and he lost his fuel. Since I heard this the first thing I do is to sump both, pull the gascolator then push the plane back a few feet. Next I do the exterior preflight and before I get in the plane I look at the ground under the plane if something is leakin it is easy to see.
    2 points
  27. I think that's all anybody has been saying here. It doesn't seem like you are "good and ready" to buy. That's ok. We are just trying to help you understand the market. In the two years you have been looking there have been Mooneys listed for sale that represent pretty much the whole range of what you can expect. There are no unicorns and no pristine barn finds out there. If you want a nice Mooney you will have to either buy one at the high end of the range or buy one that needs work and make it nice. There are plenty out there with good bones that you can turn into what you want. Either way we're talking about 30-50 year old machines. Remember, you started this thread...
    1 point
  28. I knew what I was looking for and had been looking at the market for about 6 months. When I was ready to buy one person I reached out to was Ken for some advice on different planes. I appreciated all the input he gave me, some things I hadn't considered or thought of. That was the end of October, a couple weeks later I had an offer accepted on one of the planes. I agree it doesn't take that long to find a plane, just have realistic expectations of what you are looking for and know that there are going to be compromises made. Have a list of "must haves" and "nice to haves", and be willing to let go of some of the "nice to haves."
    1 point
  29. Thanks for chiming in guys. The forecast was looking good until yesterday when the jet stream dipped a little further south than expected. I appreciate your replies. As altitude increased the headwinds were getting ridiculous so I just ruled out 14,000-16,000 even though I have oxygen. I was hoping to make it into Pagosa but that's looking like low-IFR so the diversion was to Durango. The landing didn't concern me but those winds just didn't look good. I'm afraid even in the 252 you'd have been looking at headwinds of close to 100 knots along that stretch east of ABQ. I hear it sucks when the 18-wheelers on the ground are passing you. I'd love to hear that story sometime.
    1 point
  30. those are good. I've always recommended a certified GPS and autopilot because they were the most expensive to add later. I don't know if any of that will change in the future, but for now I'd recommend having them in any plane you consider. An engine monitor is very nice, but you can get a non-primary for not a ton of money.
    1 point
  31. I disagree with this statement. It is not how I was taught, it is not written this way in either the FARs or Advisory Circulars, and I have never heard this opinion expressed by an FAA maintenance inspector.
    1 point
  32. Need to include both left handed people and right handed people. Besides a horse generally caries only one person and there are stirrups on each side.
    1 point
  33. That one looks good. It's All American, bet they have more, too. Get thee West, young (e)man!!
    1 point
  34. Longest runway = 12,901'. Anything under 110kts will do. It is a former B-47 and B-58 SAC Base; now it is was an alternate Shuttle landing site. The short one is 5800'. I plan on 70+/-5.
    1 point
  35. Here it is! Call today! http://www.controller.com/listings/aircraft/for-sale/18129541/1977-mooney-m20j-201?dlr=1&pcid=17527&if=1
    1 point
  36. If it only carries 1 person, why does it need the weight of 2 doors?
    1 point
  37. What percentage of Mooney owners do you think are on our forum? Anecdotally, I'd say less than we'd think despite all the great posts / info / discussion. Age may have something to do with it. Most older Mooney owners (with notable exception Bennett), aren't on the internet forums that much, and I'd wager that most Mooney owners are of the older cohort. I found my bird on 3 line classified ad on the back of a MAPA log. Eventually it showed up on TAP.
    1 point
  38. I have to say a big plus 1 for the Sunspot 36LX landing lights by AeroLEDs. Two landing lights was recommended to me over the one landing and one taxi light. That is what I did and I've been VERY happy with this setup. These babies turn night into day with essentially no heat and next to zero amperage draw. Easy to install. They last forever...some folks recommend running them for the whole flight...I don't. Can try aiming them, but they're so bright you almost don't need too. I just set these at the same aimpoints as the old GE bulbs. The first picture is of a Sunspot 36LX burning next to a standard GE bulb. The third picture is of two Sunspots burning -- one aimed up a bit and the other down a bit. Sorry, they are obnoxiously bright...and don't stare at the picture because I believe the picture will hurt your eyes...it about blew up my camera...
    1 point
  39. Good point. I'm pushing 150 knots now. Stepping up from the cherokee 180 to my C model really didn't cost much at all, and I gained 35 knots easy. When you start looking at planes that do 170-180 knots, it gets expensive pretty fast.
    1 point
  40. Folsom Lake SPB ,60,000 ft usable ,Elevation 370,unusable in high winds due to wave activity,down and stopped in 800 ft unless wind surfer falls in front of me
    1 point
  41. If you're not ready to pull the trigger on the Aspen I would buy a used NSD360. You can pick one up for about $500 but know you're on borrowed time from day one. I did this and used it for a year. Worked perfectly and I was able to resell it for what I paid for it when I had the Aspen installed. Sent from my iPhone using Tapatalk
    1 point
  42. Ok here is test #1 Next we will do the pure white one and probably the black with white lettering Sent from my iPhone using Tapatalk
    1 point
  43. I was not able to find a free download, but I did find where you can purchase it as an $8 download. Much more detailed than the 1965 version I have. https://www.eflightmanuals.com/ITEM_EFM/SDETAIL_EFM.asp?mID=4839
    1 point
  44. Speed is only important if you're short on runway. We land Mooney's all the time at 90 knots over the numbers. Again, assuming you've got the runway, throttle to idle, put it down in ground effect and hold it off until it quits flying. Even a bounce is no issue, just continue to fly it down the runway until it quits flying. You'll grease it on every time. Come ride along with any of us in the Texas Wing if you'd like to see it work. Sent from my iPad using Tapatalk
    1 point
  45. You mean like needed one of these. https://www.amazon.com/BikeMaster-Drill-Guide-Safety-Accessories/dp/B003177UIO/ref=sr_1_2?s=industrial&ie=UTF8&qid=1487772239&sr=1-2&keywords=safety+wire+drill+jig And I am concerned that Amazon knows what kind of motorcycle I have... And no I am not suggesting using non PMA parts on a certified plane. I just think it is interesting to know the lineage of the parts that can take us far above the safety of the ground.
    1 point
  46. Your welcome Steve. And carusoam, yep, no chess in the Mooney! If it's a must, best to use an iPad!!! And marauder, Chris knows you and said "hi".
    1 point
  47. So for my Landing gear actuator I found information on a tractor forum. Is this the same glass bowl the older Cs have? Like off a Ford 8N tractor? https://www.amazon.com/Tisco-2NAA9155B-Sediment-Bowl-Assembly/dp/B00CYZFQOE
    1 point
  48. For descent in reasonably smooth air and absent ATC restrictions I push the nose over to near red line and get paid back for the investment I made getting up to cruise altitude. I reduce throttle as necessary to maintain an acceptable rate of descent and I only tweak the mixture knob when engine gets so lean it runs rough or when I get to pattern altitude. At ~155 kias CHTs will look great.
    1 point
  49. Our very own Cody Stallings does excellent work at a fair price. I shipped mine to him for a couple hundred bucks. My only request, fix it like it's yours. He communicates well via voice, pics and text. I completely understood his recommendations and I'm very satisfied. Again +1 for Cody at Stallings Prop! Sent from my iPad using Tapatalk
    1 point
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