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Showing content with the highest reputation on 03/28/2017 in all areas

  1. I thought it would be a good time to post an update to the saga with 252AD. We've been down the road with a DER to get a fix approved for the spot of corrosion on the spar cap. The prescribed fix is actually pretty minor. It's just a doubler of about 4" covering the spot where the corrosion was polished out and removed. There is a specific number of rivets or fasteners that must be driven through the doubler. In addition, we have to create a new gusset to attach the rib to the doubler. The doubler should go in today, while the gusset is out for heat treating. We should get the gusset installed next week. Then it will just need to go back to the tank shop to seal the tank. I've also been collecting avionics for an upgrade to the panel. But had put that all on hold while we tried to determine if the plane would even fly again. We're in the home stretch and so it's moved into the avionics shop for that work. I'm removing engine instruments, JPI EDM-700, Turn Coordinator, KI-256, KI-525a, VSI, KNS 80, GNS530W, KR 87 ADF, KT76a, WX-10A Strikefinder, GMA 340, Hoskins, and the standby vacuum system. I'm installing, Aspen E1000Pro PFD, Avidyne IFD540, AXP322 remote, SkyTrax100, PMA 450a, EDM-900, Garmin G5, CiES digital fuel senders, all in a new left side panel. I'll keep the ASI, and encoding Altimeter along with the Altitude pre-select and KFC150. I'll also keep the GDL 69A and KY 196 com. I'll try to get some pics tomorrow of the repair work on the spar cap. It's been a long road, and we're not done yet. But hopefully another month and we might be flying.
    7 points
  2. MAPA just shared the news... Type Certificate was awarded today for the latest models, so deliveries should resume quickly. Sent from my LG-LS997 using Tapatalk
    6 points
  3. My wife's Hyundai is easier to load then the Porsche, but I'd still rather drive the Porsche. I'm reminded of a comparison that someone made between my M20C and a 182. The conclusion was that the 182 was better than the Mooney in every way, except when flying. It's better for loading, better for unloading, easier to get in and out of, easier for passengers to get in or out of, easier for the A&P to work on, easier for sitting under the wing in the shade at fly-in's, better for camping under the wing, and better in many other ways. But all that goes away once in the air. And at least for me, I own an airplane because of the flying part.
    4 points
  4. Poor prep work, or defective paint/primer. Sent from my LG-LS997 using Tapatalk
    4 points
  5. I'm late to the game here but I'll share my story in the hopes that it helps. I don't think I'd do things differently unless I didn't do it at all! ;-) I fly pretty much exclusively for business travel. I started my journey 5 years ago at the age of 45 with the intent of using it for business travel. I now fly my 1992 M20J 160-180 hrs per year and have over 500 hours in it coming up on 3 years. I live in the Omaha NE area and fly to Chicago, Minneapolis, Des Moines, and Kansas City most of the time. Weather knocks out every 4th-5th planned trip or I'd fly every week and exceed 200 hours easily. My local (5 minutes from home) FBO provides me with heated hanger, fueling, and pull in pull out. This saves me some time but it's running $300/month for the service. If this wasn't available the time for a 250 mile drive wouldn't save me much. Most of my trips are longer. Here's what I learned along the way: 1) You buy (and you definitely buy) ultimate flexibility and save time vs commercial air and driving 2) You trade that time savings against an investment in furthering your flying education and planning. Be a student of the game to stay safe! 3) You MUST have an attitude of "I don't have to be there" to be safe. Don't fly or go early or leave late to avoid putting pressure on your trip. 4) Despite a mentor who gave me all the details involved in getting through the training it still took much more of an investment in time than I thought it would. I kept my day job so the private pilot took me over a year and a little less than another year to pass my IFR check ride. 5) I wouldn't start my training in a Mooney (but it's not impossible). I did most of this training and started my business travel in a flying club that had a C172, C182, and a Piper Arrow. This allowed me to learn as I advanced through the more complex aircraft...invaluable experience. 6) You should commit to the plan for using it before you start spending time and money. Too many get through the training then stop flying or don't fly regularly....what a shame. Business travel is a great way to make sure you use it. 7) It's very cool to be part of the flying community. You will gain flexibility and it will definitely cost you but the cool factor is priceless! 8) Don't defer maintenance if you are flying for business, you don't want to get stuck somewhere on an issue that could have been avoided. Budget accordingly: Speaking of money. Here's my breakdown for my 2016 expenses to give you an idea of what operating cost for 160 hours looks like. I fly quite a bit but even a 1992 vintage Mooney has parts that age that need to be replaced as you go regardless of hours flown: $8,500 Maintenance including $5,200 Annual $7000 Fuel (I run 145kts LOP at 8.5-9 gal/hr) $3,600 Hangar (you could save some money here but spend more time) $2,200 Insurance (pretty much the same as when I bought the Mooney with only 120 flight hours but 20 hours of retrac time) $750 Subscriptions (Jeppeson GPS charts, Foreflight, etc) $450 Upgrades (I added Rosen visors in 16...love them!) You'll want to add some things over time but you don't have too....except ADSB-out if your plane doesn't already have it) Total Operating Expenses - Approx $22,000 and $138/flight hour (I'm not including interest expense or Engine Reserves.......I've got another 6 years on this engine at this pace so not thinking about that yet) Big disclaimer....this is my experience an opinions based on that experience. I hope it helps others looking to fly for this reason
    3 points
  6. Or just get a digital fuel gauge and Cies floats.
    3 points
  7. Years back .. for a BFR I took a "larger than FAA stnd" CFI for a flight. This guy is about 6' - 4 and pushing 250 lbs. Like sitting next to a giant when I'm use to flying 99.9% solo. First thing - I retract the gear and yank his headset clean off his head - one motion! Man was he surprised!? (me too)
    3 points
  8. I've spent a great deal of money on my J to build her into the airplane I want to fly at this point in my life. What she will bring back in dollars when I sell her a few years from now is not as important as the pleasure derived in the process, and in the flying of a very fine Mooney. I'm sure that when I decide to sell, someone will appreciate the airplane, and that the selling price will reflect that - certainly not all the costs incurred, but still in the upper range for a J model. Sent from my iPhone using Tapatalk
    3 points
  9. I toured the Continental Factory in Mobile AL last fall while attending the Lancair Owners and Builders Organization (LOBO) Convention. I noted to several employees during the tour about my current Mooney engine, the TSIO520NB, being over 400 hours past TBO and without exception every one of them told me to keep running it! I ran 20% past TBO on my last Mooney as well, an F model with an IO360A1A. I DID replace it with a factory Reman. Not sure what I will do with the Rocket once the Lancair is painted? A recent article in AOPA suggests it's better to buy a plane with the engine timed out than with a fresh overhaul. You're not paying for a low time engine you have no certainty of getting all your money back on and you, as the new owner, have full control over the overhaul. Tom
    3 points
  10. Yeah, but you can't lower your gear and unbuckle both front seat belts all simultaneously with one hand.
    3 points
  11. In my J all I have to do is flip a switch. And not once have I entangled my headset cable or copilot's butt in said switch.[emoji14] You "purists" crack me up! Sent from my iPad using Tapatalk
    3 points
  12. Back to the issue at hand. My thoughts are as follows: 1) This aircraft likely isn't going to sell as is for $14.5K. 2) $10,000 to make the fuel tanks airworthy seems excessive. 3) Aircraft ownership is going to cost you one way or the other...in the wallet or in the form of sweat equity. Sorry for the "tough love", but if your dream is to own and operate this Mooney, then you need to stop with the sob story and get to work. You have stated that you can't afford to just pay to have it fixed, so that leaves only one other option...sweat equity. Talk to your mechanic, if he won't work with you find one that will. The are several airports within 25 miles of you, which means there are several IAs. No offense intended, but anyone maintaining a certified aircraft needs to be prepared to write a $10,000 (or more) check at anytime or be capable with tools and have a predefined relationship with an IA (having both options is best). If you have neither, you need to find a creative way to make up for it. A sob story isn't going to get you anywhere. There are many folks who've conquered worse. You need some inspiration; you should watch the movie "The Edge" There's a lot I like about the film. In particular there are two quotes from the movie that are applicable here. "Never feel sorry for a man who owns a plane" "What one man can do, another can do" There is a way out of this FlyHigh603, but your current mindset is way too negative. You're currently heavy on devastation and light on gumption; you need the inverse to make this work.
    3 points
  13. I have flown all kind of bush plane , from Cub on floats to Twin Otter on floats , with skis in between , Beaver , Otter , Norsemen , 185 and all the rest . Including a few hundreds hours In Cirrus , not that much in Mooney M20 TN but enough to find out that Cirrus are the worst airplane as far as flying in heavy turbulence , high wind , snow storms and in convective weather . Cirrus are sold to new or little experiences pilots most of the time , or those who believe it is the IN things to possess . I want an airplane that can make things for real , not just brag about !
    2 points
  14. That wasn't KAPA, that was KFNL. And it was an sr20, N407ND IIRC but I'd have to check my logbook.
    2 points
  15. I dont see the usefullness of A/C when you are at FL 180 and it's 20 below zero.
    2 points
  16. If I was spending that much I'd get either the Mooney or if I needed the extra load a DA62. I won't buy a fixed gear airplane and the Cirruses are kinda ugly... Sent from my iPhone using Tapatalk
    2 points
  17. If I was being purely practical, I'd agree with you... except that if I really was practical, I wouldn't fly at all. I fly because it's fun, it's cool, it makes me happy and I can afford it. Therefore I'd never own a Cirrus unless they start coming with retractable gear. There is a cool factor that comes with retracts and tailwheels, that just can't be matched by a fixed gear tricycle.
    2 points
  18. I don't understand the fear of running a tank dry. How is it any different than switching without a dry tank. I'm scared to even switch, but I recognize it's irrational. What could happen by waiting until the line is empty before switching that can't happen if you do it sooner? if there is crap in your tank it's going into the line long before the tank is empty. I don't get the issue.
    2 points
  19. Glad to hear the fix turned out to be very minor!
    2 points
  20. Wow, 25 squared and the "step". Some ancient and well debunked wisdom there.
    2 points
  21. I don't think mooney made anything past a C model.
    2 points
  22. Mags are not a DC system. There is a magnet with a north and South Pole which rotates by a coil. This produces an AC waveform which is the interrupted by the points opening. The positive half of the AC waveform fires two of the plugs and the negative half fires the other two. It is not rectified. The mag input shaft makes 2 complete rotations to fire all the plugs so the firing would be pos, neg, pos, neg. these are the coupled to the distributor block with a 2:1 gear ratio.
    2 points
  23. Somebody has to be in charge of the overthinking department... I'm just learning this stuff for the first, or second time. Best regards, -a-
    2 points
  24. Yea....I wrestled with this one quite awhile. My plan was always to replace when a major problem popped up. Of course, a major problem could be a MAJOR problem depending upon when and where it occurs. I recently experienced a leaking fuel line while enroute over some very inhospitable terrain. Upon landing, the entire nose gear door was stained blue. Close call and there was no way to know it was leaking until it started leaking. That got me to thinking that this will likely be the last engine I replace so unless the replacement is a dud, I think I will just sit back and enjoy a new firewall forward airplane.
    2 points
  25. I like real books better than ebooks. Have to get one of these . . . It's so much easier to flip pages back and forth comparing or rereading.
    2 points
  26. I like it all except for the JPI EDM-830. Either spend the money and get the EDM-900 which allows you to either backup or replace all your engine instruments. Those stock instruments will have to be repaired at some point and the EDM-900 just does away with that issue. Of course the EDM-900 is more expensive. So if you understandably don't want to spend the money, save even more money and get the Insight G2. It gives you better data logging, all probes you need and none you don't, plus excellent fuel management and fuel flow. The RPM and MP in the 830 is redundant since you have to maintain the stock gauges anyway.
    2 points
  27. Back before everything became toxic these things didn't happen. I always used Tempo propeller paint. It never failed. Sorry for your loss, of paint that is.
    2 points
  28. I offer a belated thanks for all the excellent replies in this thread. Today I got an excellent opportunity to answer this question in my mind. I needed to take my Taildragger Cessna to a different airport where I managed to get a hangar for her. I waited until well after lunch waiting for the ceiling to go up to a reasonable level. Once I got off for this 42nm flight, it was in the afternoon rough air. The Cessna rolled around and the wing even dipped probably 40 degrees or more and refused to come up for a second. I was at a high alert level during the whole flight. Once there a friend of mine had offered to bring me back in his 172. He gave me a little stick time in it and it felt very much like the 140 only heavier feeling. Once he got me back to my home field and we visited for a little bit, he was going to go to another field about 30NM away to see a few of his fellow crop dusters. I decided to fly over there in the Mooney, not worrying too much about the rough air since I had plenty of it during my transition training. Once I got in the air there was a definite difference. I don't think a passenger would have noticed the difference, but the plane was much less stressful to fly, I think, due to the precise handling. A few of you explained this in the thread, but once I felt it for myself I was very happy. I feel more confident in bumpy air in the Mooney than I do in either of the Cessnas I flew today. Thanks again for all the responses.
    2 points
  29. My E clunks on sharp bumps and bounces when taxing too fast. I always thought the clunk was some where on the main pivot bushing. Almost everything is rebuilt, so not sure what else it could be. Glad I'm not alone with that sound. I typically run around 32PSI and the nose tire looks kind of flat at that pressure. The bounce is why you need to be extra careful on grass or bumps. Use of elevator can help manage it, especially on bumpy takeoff or landing.
    2 points
  30. Get ADS-B compliant with the GTX 345.
    2 points
  31. Slow down! you are taxiing too fast. Bouncing will stop.
    2 points
  32. I bought a King KFC225 autopilot. Great system. It came with an Ovation attached.
    2 points
  33. I can sympathize, Yetti. My Friday flight was scrubbed as I didn't want to fly 380 nm with just a single magneto . . . The Saturday drive was only 10½ hours including two meal stops and one for gas. May could have hung around and flown back to Alabama on Saturday afternoon, but there was that T210 inflight breakup near Birmingham that I believe was weather-related, which (to me anyway) confirmed my No-Go deadline of Friday afternoon. Fly safe out there, everybody!
    2 points
  34. What could be pointed out is that Part 25 Transport Aircraft regulation for fuel indication is written identically 25.1337 = 23.1337 Nobody believes it is a good idea that a Boeing 737 should only be accurate @ zero fuel. The interpretation by the ACO's (Plural) for all aircraft is that the gauge is to read from empty to full - where empty is the demonstrated zero usable fuel value. Full fuel is also controlled by regulation (expansion space etc. ) and is also an accurate number posted on all modern Type Certificate Data Sheets, POH's and wing and cockpit placards. The actual working interpretation is found in Advisory Circular 23.17C which references a 3% max tolerance band - and measurement form full to empty - the advisory specifically warns against using fuel totalizers as "DE-FACTO" fuel gauges. This guidance is for certified aircraft programs - so no thrown vegetables. This is consistent with Transport Aircraft, which universally relies on TSO'd components The TSO C55a lists the maximum tolerance to be 3% of total volume - and if you are really good you can be rated for 0.75% of total volume Ask the guy who certifies them -- One interesting note - when you just STC fuel system indication, the FAA is very picky, they would not certify a combination of our sensor and an analog Stewart Warner gauge as the assortment of analog gauges, used, rebuilt, NOS i used to present , not one satisfied the FAA for accuracy. Hysteresis could be as high as a 1/4 tank - which is consistent with Matts pirep above.
    1 point
  35. -Useful load. 200lb goes a long way. Cirrus is a proper 3 seater with full fuel, Mooney Acclaim is a single seater (equipped with TKS and A/C, SR22T gives you 1100b vs 900b in an Acclaim). -Cabin comfort, wider, taller, bigger windows, A/C and heat that just work. It feels just like your luxury car. -Well, there is that parachute, which turns it into a useful business tool as opposed a fun daytime VFR machine. In my "old" age, I refuse to fly singles at night or over low IFR. This severely limits usefulness of a single other than SR22 to me for business travel during winter months. If I'm spending $700K, I am not driving to Fargo ever again. -Properly designed 26G seats and 4 point restrain system. What good is the steel cage if your head ends up in the panel. Cirrus cabin is just as good/solid in a crash as the steel cage. Watch the KAPA rotor wash crash video. I would not want to be a M20 or for that matter any other GA aircraft, other than maybe Diamond, if that was to happen to me. -Considerably better avionics, Perspective is so much better than the stock G1000. -ESP to keep me from killing myself on base to final turn. -Automatic descent mode to keep me from killing myself when the kid folds the oxygen tube in half just to see what happens. Granted, Cirrus is 15knots slower at same fuel flow (it's 20 knots slower, but only against a naked Acclaim without TKS). TKS does not slow Cirrus down as it does not change the profile of wing being the wing is fabricated to directly accept the panel as a leading edge. TKSed Acclaim will hit 215knots at FL180 on 16gph, TKSed SR22T will do 200knots on same fuel flow.
    1 point
  36. Do you mind if I ask what this service cost (in hours since the money doesn't exactly match)? I'm considering the same at annual and hoping for ballpark estimates before I call the shop.
    1 point
  37. That's awesome news. With that monkey off they're back, now they can start selling and making some real Mooney money!
    1 point
  38. That paint is coming loose from the primer, they are exceeding the recoat window between primer and topcoat. That and/or the primeris way too thick. IIRC its a wash primer, it should just barely be visible. its not acceptable, its shoddy work. The only paint to put on a prop, is Sherwin Williams Polane. Its even called out for in the Type Certificate for many props.
    1 point
  39. Thanks guys! Skates, it will be in the mail in the next day or 2!
    1 point
  40. When your mechanic installs your prop this time, have him also install Prop Guard. FAA-PMA'ed. http://www.mcfarlaneaviation.com/Products/?CategoryID=135&ID=6554170&
    1 point
  41. An absolutely beautiful example of a Mooney @Hyett6420. It's so good of you to put so much effort and resources into one of these planes. It's easily the best looking airplane on the field. It's on my list to get a ride in your Mooney this year. I should be in the UK two or three times this year and will definitely let you know in advance. Well done mate! PS... they climb a heap better with the gear up. What was taking so long?
    1 point
  42. When I owned and flew a C, I would set up the gear retraction before pulling onto the runway. I'm a little larger than FAA standard and so a little extra attention is due when swinging that J-bar. Last thing before pulling onto the runway was always to ensure nothing is on the floor, cables are out of the way, seat belts are adjusted, and both me and the copilot are moved towards the outboard side of our respective seats. I'll explain to the right-seater that this is only until the gear is up, just a few seconds after lift off. But get everything organized first, then pull on to the runway, full power, break ground and immediately stow the gear. Then settle in for climb, get the flaps, etc.
    1 point
  43. I vote right mag. And a note with video. Find your shot. Hold steady, count to 5. Then move. Repeat.
    1 point
  44. @Hyett6420 - Beautiful Plane! Glad you are getting to enjoy it!
    1 point
  45. You're driving a roadster and you'll feel the road more than in a Mercedes limo. But you might be sure the tires are not seriously over inflated...
    1 point
  46. If you're getting that on takeoff at 100% HP you're only 1 GPH below the target spec and if you were being a little conservative as many 231 pilots are and using a bit less than 37" full power then you could be right at target. But something is not right if the max rich FF you can get at those cruise is only 13-14 GPH. Furthermore, if these indicated values are from the OEM gauges then all bets are off till this is checked with calibrated gauges. I'd trust the JPI for RPM and MAP and 450 for FF if you know the K factor is accurate. (Incidentally, I'd highly recommend eliminating the 450 and wiring the fuel flow sensor to your JPI 700 so FF get's included with your downloadable data). John is correct that their is a fuel set up procedure for the TurboPlus Intercooler. But the max FF numbers are no different, in fact TurboPlus quotes the outdated Continental documentation for what numbers to set max metered fuel flow, which are as both I and Clarence quoted above. But John correctly identifies the one difference that the TurboPlus procedure specifies, which is that is that full power is at 37.4" at ISA versus 40". The set up document provide a temperature adjustment chart for what 100% power MAP is relative to +/- ISA conditions at redline rpm. Where I am in sunny Calif summertime temps can get to ISA+15C that amounts to just one more inch or 38.4". Up in the artic north at ISA perhaps with ISA-15C, you would lower one inch to 36.3". Thus it doesn't make a big difference. But the important thing is that target max FF is being set at about 2 1/2" MAP less than the non-intercooled GB/LB engines at 40" and I have to agree with John that some mechanics seem to miss this which leads to insufficient max FF and high TIT's in climb. Incidentally, the proper reference for TCM fuel set up for FF used to be SID 97-3, but a year ago many of the SID's where incorporated into Continental a new CMI Maintenance M-0. I am pointing this out because all of you with Continental Engines can get all of Continentals documentation applicable to your engine for free online. You simply have to register your engine with serial number on their site at http://continentalmotors.aero/login/ Even if you don't care about maintenance I highly recommend reading and digesting the Continental Operators manual for your engine. You'll learn a lot more details about your engine that isn't in your Mooney POH. Lastly, the the only ignition issue that would drive CHT up is advanced timing (it lowers EGT and raises CHT). if you were running on only 1 plug in a cyl that would increase EGT but drop CHT, not raise it, as would retarded timing. But if you want to do a LOP mag test, or a GAMI test, I suggest reading our detailed procedure that we use at Savvy, I just updated the entire procedure a couple months ago adding lot of details for both NA and turbos. http://content.savvyanalysis.com/static/pdf/SavvyAnalysisFlightTestProfiles.pdf (incidentally, all the simpler pneumatic and fixed gate turbo's like the 231 add the additional pilot workload to maintain a fixed constant MAP while collecting gami spread data, i.e. you'll be manipulating both the black and red knobs while leaning and enriching so that only fuel flow is changing as you go from ROP to LOP and LOP to ROP; otherwise you'll see MAP changes of 3-5" which can really invalidate your results.) If you're a new 231 owner and missing any of the TurboPlus documentation (ICA, install instructions, fuel setup, POH AFMS) you can get it by contacting turboplus at http://turboplus.com/contact_form.asp Interestingly, they use to be located a few minutes away from me here in CA but were recently re-acquired back by an original founding partner and have moved up to Washington. Good luck and let us know what you find out.
    1 point
  47. 500fpm. This makes it easy to know when to start descent. I take my altitude and subtract pattern altitude, divide by one thousand and multiply by two. Cruising at 12,500 and landing at a field with a pattern alt of 1,500' would mean starting my descent when the ETA shows around 22Mins (12,500-1,500 = 11,000/1000 = 11 X 2 = 22). Mild adjustments in descent for extra speed but it typically works out well.
    1 point
  48. Quote: 201-FLYER Ok I'm a commercial rated pilot and have been flying for over 15 years. I've owned two Mooney's a J and now a K. I've heard alot of things in my time especially about Mooney's but never anything like this. So I have to ask the question....why in the wild wild west would you want to run your tank dry? What if the other tank's fuel line becomes clogged or blocked for example... then your SOL. These are the thing that NTSB accident reports are made of. I'm not trying to insult anyones flying or judgement making ability but I just don't get it.
    1 point
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