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Showing content with the highest reputation on 05/08/2017 in all areas

  1. Today I flew for the first time with the following avionics: IFD550 IFD440 IFD100 on each of two iPads. KFC150 with KAS297B altitude pre-select/altitude hold. The amount of information presented and the situational awareness is absolutely ridiculous !! I had the normal map on the 550 with synthetic vision on one iPad and the approach plate on the second iPad. The 440 is kinda redundant. And to think, back in the day I did my instrument training in a piece of crap rental Piper Arrow with 180 HP that would do 125 kts in a descent on a good day and we had to circle to get up to 9,000 ft to proceed along the Victor airway. It had no autopilot but two VORs, one with an ILS. Such an amazing transformation in our cockpits in just over a dozen years.
    6 points
  2. I had my license about 9 months, a freshly installed PANEL mounted GPS (maybe a King 300?) and decided to fly my C150 from the U.P. to Douglas WY to see my sister (1995). Dad, who planted the aviation bug in me really young, was game to come with. We flew to Maple Lake MN, NW of KMSP and had more headwind than expected. I fueled and had about 1/2 to 1 gallon of fuel on board. Dad was NOT IMPRESSED. Decided right then and there I needed to be more conservative on my trip legs. We went from there to Huron SD (KHON), had lunch and fueled up. Looking at the map as a new pilot, Pine Ridge, SD looked like a good fuel stop. Heck, it had the little star on top of the airport circle, that means fuel right? NOT. We landed there and the ramp was separated from the old terminal building by a fence. The terminal building had a sign on the front that said something about being a social services type facility, with quite a few people waiting around the building (that clearly looked like they needed social services help!). Dad mentions there was some kind of national event (uprising) at this town he recalled from the past....beginning to think this was a mistake. And, no fuel. We looked at the map closer and I realize I had mistaken the airport beacon indication for fuel (needed the dashes around the outside of the airport circle to have fuel). Dad figures we have a 5 mile walk to town to get gas (I had an autofuel STC, but hadn't been doing anything but avgas to this point). We realize one will have to stay back and guard the plane while one walks to town ALONE. I decide to stick the tanks and have plenty of fuel to make Chadron Nebraska. We launch and I run as conservative on the fuel setting as possible and we only put on 18 gallons there. The operator there asks where we are going (he clearly sees my inexperience) and then suggests we might want to spend the night there. There are thunderstorms developing across my route. (Heck, I checked weather at 6 this AM). Another lesson learned. He is gracious enough to put my plane in his hangar, one with a 360 wheel contraption where he rotates it to get to which plane he needs to access without moving planes outside. Good thing it was under roof, as while eating dinner a nasty storm comes through; dad and I agree we are glad we're sitting in this restaurant instead of flying right now. The next day is clear and 200 miles, so we launch for our "under 2 hour flight" to Douglas, WY. Only one airport along the route, and while we are over it (coincidence, not good planning) I am messing with the mixture, adjusting it to the EGT gauge I just had installed, and pulled it to decrease gas temp while my innocent father is enjoying the view out his window. The engine stops and I instantly push it back in. Dad looks at me incredulously and says " you touch that knob again I'll break your fingers". Learned a lot that flight. Fuel management, importance of updating weather every time you stop, reading the charts correctly, what it looks like when the traffic on the interstate is moving westbound faster than you are in the plane (but then we scorched it back a week later at 115 knots!!), flying in high terrain (5K ground elevations), and density altitude (was the middle of summer). I think it took us 10-15 minutes to get a couple thousand feet above the ground on our way out, and that was at 6 AM. But..... it was the start of a love to use the plane to fly to far away places!! My motto has always been, it's not a REAL cross country flight until you make a required fuel stop, and your next leg is still outbound! Tom
    6 points
  3. I just want to point out that the reason behind some of the discouragement you might hear. We all love aviation, flying, and even using our airplanes to go places. However, we also have the experience to realize when things don't quite work out. I don't think anyone wants to discourage someone from getting into general aviation or getting a Mooney for that matter. But I think they want to offer you an honest view rather than the grand view you might have thought or would come to from an advertisement. I think people are genuinely concerned for your safety (and the safety reputation of the GA community) and wish you success within those constraints. External pressures (get-there-itis) have been one of the leading causes of aviation fatalities. Inexperience, exceedingly quick progression through ratings, and getting too much airplane relative to experience are also a big part. Nobody here wants to see a pilot get hurt or even just a plane get bent up. Another delusion that prospective business pilots have about the utility of the airplane (besides ones mentioned) is that the plane will be used strictly for travel. Inevitably, a lot of flying ends up being done for the purpose of maintaining the airplane and maintaining the pilot's skills. I find myself flying for oil changes, maintenance, upgrades, repairs on a fairly regular basis. Some are lucky to have all of this available on their field while others have to or choose to go elsewhere for the services. The plane ends up spending a fair bit of time down for annuals, upgrades, and repairs. Then there's the time spent practicing. Even if you fly regularly, maintaining currency in different conditions and for instruments takes a lot of practice as well. You've gotta love flying the plane for the sake of flying the plane. Then all this supporting activity is fun and justified. If doing it strictly for work, that's a lot of additional time and expense in order to safely accomplish the utility.
    6 points
  4. Hard to do that reliably year-round with winter weather up there, and spring storms in the plains. I know of a former Ovation owner that commuted from OH to CT regularly but he had lots of experience and FIKI TKS on his plane, and needed it. And still didn't make every trip on schedule. To go from zero to owning a capable plane and flying that trip on a schedule is a tall order, but not impossible. There will be times when you cannot fly due to weather, or plane maintenance so you'd still have to fly in the tube now and then. I'd recommend you just start learning to fly in a rental and see how you like it before deciding to jump straight to planning to commute. If your sole motivation is to be able to commute, then you might not enjoy it and spend a lot to figure that out. If you've always dreamed of flying yourself, taking fun trips with family and friends, etc, then just start learning now! Sent from my LG-LS997 using Tapatalk
    6 points
  5. The safest ga pilots learn to be a little bit flaky. I'll see you Saturday! Or Sunday! Or maybe Friday. I'm not sure.
    5 points
  6. An Irish World War II Spitfire pilot and Flying Ace, was speaking in a church and reminiscing about his war experiences. "In 1942," he says, "the situation was really tough. The Germans had a very strong air force. I remember," he continues, "one day I was protecting the bombers and suddenly, out of the clouds, these Fokker's appeared." There are a few gasps from the parishioners, and several of the children began to giggle. "I looked up, and realized that two of the Fokkers were directly above me. I aimed at the first one and shot him down. By then, though, the other Fokker was right on my tail." At this point, several of the elderly ladies of the church were blushing with embarrassment, the girls were all giggling and the boys laughing loudly. The pastor finally stands up and says, "I think I should point out that 'Fokker' was the name of a German-Dutch aircraft company, who made many of the planes used by the Germans during the war." "Yes, that's true," says the old pilot, "but these Fokkers were flying Messerschmitt's."
    4 points
  7. Post oil change flight seeing. Flew west to most northwestern point in continental US (Tatoosh Island) then returned thru Sol Duc Valley, over Lake Crescent in Olympic National Park. Port Angeles Harbor going & returning. KCLM is in foreground of last photo. One hour flight time.
    4 points
  8. Wow! That was a lot of info quickly. Glad this is an active forum. MY instructor is an A&P, IA so he's allowing me to do a lot of the work with his approval. I'm still at the airport, just pulled manifold pressure guage and flap pump. The flap pump was just redone by Lasar and is leaking from the piston rod, will call Lasar in the morning. The manifold pressure guage line was not clogged, I suspect the adjustment screw on the back is clogged as the guage responds to vaccuum and pressure sloooooowly. A couple weeks ago I fixed the transponder it was a shorted coax at the antenna (Skywagons paid for the diagnosis and repair). The audio panel had dirty relay contacts (it is original) I polished the contacts with 1000 grit, works good now. I disabled the autopilot/positive control by pulling button out of yoke and put in ashtray for now. As for the gear indicators I believe the limit switches are crusty, they don't pop out right away when pressed (master off battery disconnected at negative terminal). Godfather, I'm sensing deferred maintenance. Marauder, I did have a pre-buy done by Placerville Aviation located at the same airport as Skywagons. Yetti, the cigarette lighter has been removed and replaced with breaker for GPS (boo, how do I charge stuff!) The starter solenoid is original and may be pulling too many amps on coil side or ignition switch may have loose contact. Mags were redone with engine 105 hours ago or so. Gsxrpilot, thanks, I think it will work out, cheap crap so far. The fuel tanks have O&N bladders four or five years old, engine is fresh from Tims aircraft engines with good compression, prop is in good shape, and the airframe is corrosion free. Bona, I now know more about this plane than that I do about most of my cars. Crash course with the motivation of flying! Carusoam, I was kidding about not making fun of the plane (look at my screen name!) I'm not going to worry about trying to ask the mechanic that did pre-buy, it's faster to fix the stuff my self. I don't have shoulder belts, but have looked into it. Looks like a project I have to tackle soon I can't eat too much yoke, I'm allergic. MY instructor and I took it up just the once a few days ago and it was fun! I have 40 hours in a Champ but wanted to travel as my mission so my buddy recommended a Mooney so here we are. This thing is way easier to fly than the squirrelly champ! You guessed it by the way, pre-buy was $400 so I'm not too sore, just like buying a used car, check the engine and tranny, all the other stuff is pretty cheap by comparison. Thanks everyone! I have to button up plane and go home. Have A good night!
    4 points
  9. Top cowling work today. Almost finished with it and will install cowlings tomorrow for fit check. David
    4 points
  10. There are some tricks I do if I need to be on a schedule - if it's for a business meet and it's just too far to use car as the back up (say further than 8hrs drive) and two days out is still can't make the call... then I'll buy an airline ticket on Travelocity - you can cancel within 24hrs. If one day out it's now clear I can make the trip then I cancel the travelocity. If I'm still not sure then I keep the travelocity. Yes I have (rarely) ended up buying another ticket at the last second - better than making a risky flight. I've driven 8 hrs... if been late. Knock on wood still here to tell you about it. otoh the kind of flight where schedule is less important / visiting mom etc - she's happy to see me and the kids any times. Then "I'll see you this weekend sometime"..."I think"..."or next weekend"... mooneys are especially good at that sort of planning. I have just shy of 1200 hrs, ifr and commercial.,,, so not entirely a newbie... but I am not a pro and I'm not flying heavy iron ... with two pilots ... so sometimes it's best to wait a few hours ... or a day.., or move your schedule up a day.
    3 points
  11. Did a trip around northern AZ on Thursday in the Arrow. This is Horseshoe Reservoir, one of the reservoirs that holds runoff in the Verde Valley for the canals. This reservoir spends a good part of the year empty and fills up in the spring. Went to Winslow for lunch (the E&O cafe on the airport has great, simple Mexican food), and then to Flagstaff for some high-altitude airport practice. On the way you go right past Meteor Crater. On the way back from Flag we did an orbit around Sedona. That's the airport on the mesa in the middle of the pic. We didn't land this time.
    3 points
  12. What's wrong with leaning continually to a "target EGT" as described by Braley, Deakin, etc. (as long as your fuel system is set up properly and in good working order)? For those unfamiliar with the technique you can find more about it here: https://www.avweb.com/news/maint/184596-1.html I start leaning during climb-out as soon as my EGT starts to drop (with power settings well above 75%). I'm still considerably more than 200 degrees ROP with CHTs rarely above 365 F. I maintain a healthy margin from detonation while not unnecessarily pumping excessive 100LL out the exhaust pipe. Sent from my iPad using Tapatalk
    3 points
  13. That's the kind of wife every pilot needs.
    3 points
  14. Ken and his wife Edna went to the state fair every year. And every year Ken would say, "Edna, I'd like to ride in that helicopter!" Edna always replied, "I know Ken, but that helicopter ride is fifty bucks, and fifty bucks is fifty bucks." One year, Ken and Edna went to the fair, and Ken said, "Edna, I'm 75 years old. If I don't ride that helicopter, I might never get another chance" To this, Edna replied, "Ken, that helicopter ride is fifty bucks, and fifty bucks is fifty bucks." The pilot overheard the couple and said, "Folks, I'll make you a deal. I'll take the both of you for a ride. If you can stay quiet for the entire ride and don't say a word, I won't charge you a penny! But if you say one word, it's fifty dollars." Ken and Edna agreed and up they went. The pilot did all kinds of fancy maneuvers, but not a word was heard. He did his daredevil tricks over and over again, But still not a word... When they landed, the pilot turned to Ken and said, "By golly, I did everything I could to get you to yell out, but you didn't. I'm impressed!" Ken replied, "Well, to tell you the truth, I almost said something when Edna fell out, but you know, fifty bucks is fifty bucks!"
    2 points
  15. After a 15 year hiatus from flying I jumped back into it with both feet. 2 months ago I purchased my M20F and since my timing is always impeccable I have been trying to get through my BFR and transition time while dealing with the spring weather patterns and my work schedule. I finished up on Sunday April 30 flying around in unsettled skies with rain and even a few ice crystals thrown in. The only upside was that afterwards I had a new scratch in my log book letting me know that I was now on my own. Yesterday the weather and work patterns intersected again and I headed out to the airport. After a careful preflight I was sitting out on the run up area talking myself through all of the checklists and getting ready to go when a thought occurred to me. I said to myself "Holy crap you are alone in this thing. Don't do anything on this flight that will make the news." I flew around in my Mooney for 2 wonderful hours with no particular direction other than whimsy with just me to keep myself company. The flight was uneventful and memorable at the same time. I hope I never get to the point in my flying where I lose the feeling of awe while cruising around alone in the sky.
    2 points
  16. Well I had an adventurous weekend flying. Flew up to Indianapolis for a meeting this weekend and was met with 50 to 60kt headwinds the entire way up 7.5 hours of flying for what should have been 4.5 hours. Stopped in MO to get fuel after 5 hours of flying and then continued to Indianapolis. I chose to fly on the back side of the front that just went through late last week knowing I was in for serious headwinds but with mostly VMC weather. I could have flown further east and went further distance with less headwinds or even some tail winds but I would have been in worse weather lower ceilings, rain etc. Just wondering if others have done the same thing? This was the first time I got saddled with that much headwind when making a decision like this..
    2 points
  17. So many questions... we'll let others chime in too. 1) Is the roughness at idle and all other power settings? 2) Have you pulled and cleaned your injectors more than once? And that works for about an hour? 3) Have you checked your fuel screen? Is there trash in it? Even if you clean your injectors, if there is trash in the system they will keep getting clogged--that will produce roughness for sure! 4) Has your A&P checked your mag timing? That would be a culprit--since you were running fine until you overhauled your mags. Make sure you set to 25 TDC (or 20) depending on the stamp on your engine block. Some A1As run 25 others run 20. 5) Are you getting good, consistent fuel flow? Do you have a FF gauge? 6) When you lean on the ground at 1000rpm, see a rise in RPM, then a drop as you continue to lean, are all your EGTs rising? When you switch to the left mag, do you see a rise in EGT? Same with right mag? Let's start there...
    2 points
  18. Of course not! It's just that I'd wager to say 1/2 of the guys on here looking for advice don't have good engine monitors. Then we spend most of the time in the thread talking about how important a good engine monitor is. And this nice guys just wants to solve his problem. Which of course all starts with the fact that he probably doesn't have a good engine monitor. I just thought I'd get it out of the way!
    2 points
  19. Here’s a video I took today, takeoff from RWY 30 at KAVQ with my Fly360 camera attached to the tail tie down. It works best in the Youtube app on the iPad (and I assume Android). It does not display properly in the Safari browser. Chrome is OK, but the iPad app is far superior. Using the Youtube app you hold the iPad in front of you and can pan 360º. https://www.youtube.com/watch?v=EOCk06ECVJE
    2 points
  20. Is there a smarter way before turning wrenches that isn't data driven? After an hour inflight when the roughness returns, a LOP mag test should show the problem very well and eliminate the guess work.
    2 points
  21. Child to mother............mom, when I grow up, I want to be a Mooney pilot! Mother to child........... sweetie, you can't do both! Disclaimer........I've posted this previously [modified a bit].
    2 points
  22. A C-130 was lumbering along when a cocky F-16 flashed by. The jet jockey decided to show off. The fighter jock told the C-130 pilot, 'watch this!' and promptly went into a barrel roll followed by a steep climb. He then finished with a sonic boom as he broke the sound barrier. The F-16 pilot asked the C-130 pilot what he thought of that? The C-130 pilot said, 'That was impressive, but watch this!' The C-130 droned along for about 5 minutes and then the C-130 pilot came back on and said: 'What did you think of that?' Puzzled, the F-16 pilot asked, 'What the heck did you do?' The C-130 pilot chuckled. 'I stood up, stretched my legs, walked to the back, took a leak, then got a cup of coffee and a cinnamon roll.' When you are young & foolish - speed & flash may seem a good thing !!! When you get older & smarter - comfort & dull is not such a bad thing !!!
    2 points
  23. The link above is working from here... on the other point... The 14.9 number is based on Compression ratio. I don't recall the equation. But it isn't very complex. Of course we would all have to have the same CR to be able to use 14.9 Most NA engines we fly the CRs are near 8+ (?) TC'd and TN'd engines are a bit lower CR. As for the last point of lean to the target EGT. This is a well accepted principle for the IO550 engines. The ship's EGT gauge includes a blue box that is an acceptable range for target EGT during the climb. IIRC, the range is 200-300°F ROP. For G1000 birds, they have a white box on the display... Best regards, -a-
    2 points
  24. Go into Settings, and either check "show position only flights" or uncheck "do not show position only flights." (I forget which way the choice is written.)
    2 points
  25. I am really enjoying reading your experiences everyone. Thank you all for sharing. Some reoccurring themes I definitely recognize in myself. You truly don't know what you don't know. I think there is a lot of wisdom from all your words if others read and learn from your experiences. Nice writing too. Way better than Sunday night T.V. (Though Fargo on DVR was a hoot).
    2 points
  26. Radio-controlled airplanes.
    2 points
  27. LOL. I have had many 'adventures' with my E as well. My wife calls the collection "the reasons she won't fly with me"!
    2 points
  28. After owning a Cherokee Challenger-180 for around 18 months my wife and I was on a typical Sunday breakfast run to LDM from MKG plugging away at a blistering 115 knots. About half way there flight following called out that I was being overtaken by Cirrus traffic 1 mile off my 8 o'clock same altitude. My wife said to me why is that plane passing us, we were first!! I explained it's a Cirrus and it's much faster than us, so much like driving on a highway airplanes can pass too. She quickly replied “well that's just not right” so after about 30 seconds of a stewing silence from her I hear “can't you do something about that!” Four months later after my second flight ever in a Mooney I had my M20J. I've owned shares of a C310 a 250-Comanche and did IFR/Commercial training in Turbo Arrows C172 XP and Piper Seminoles. The Mooney M20J purchase was based on performance, range, fuel burn, cost to own, and not getting overtaken anymore. Plus just a damn good looking piece of engineering.
    2 points
  29. Brookings, Oregon & St. George Lighthouse near Crescent City, CA
    2 points
  30. Mooneys representing in Bend Oregon. Made a quick flight over. No flying pictures though. Supper bumpy... Hopefully it will be nicer this evening in the flight back. Sent from my iPhone using Tapatalk
    2 points
  31. Nope... really bad idea... 30 second vertical burned through and kept burning. had a hard time putting it out
    2 points
  32. Generally we do have to respond to the RA even if we have a visual since the RA may be directing us for multiple threats...some of which we may not see, or might have identified as the wrong conflict. Visibility from a jet can be very limited in some quadrants.
    2 points
  33. I commute between 47N and KDPA and up/down the east coast/south coast. Aside from ice no issues about 200hrs last year (not much flying though NOV-FEB). Thunderstorms for the most part can be navigated around/above/wait to pass. There was a few times I left earlier or later due to weather but it was planned. I wouldn't personally reccomend it as a new pilot or even a new IMC pilot if you absolutely have to be there. You also have the joys of ownership to contend with and things break/go wrong in inconvenient places (oil cooler leak and alternator for me in 2016). If I can be more productive flying (last week did PIT/MDT/BDL) then I do it myself. If it is ORD-ATL then just easier and less of a hassle to take the airline. Flying for work I would add is work. After you string together a 60hr work week plus 10-15hrs of flying together a couple of times it losses its luster.
    2 points
  34. Great story Scott! I think most of us have these in our closets. Some accidental, others self inflicted. My most stupid self inflicted one was deciding to land at an airport with a fog bank rolling in. It was one of those fogs like you saw in the movie "The Fog". I saw it approaching the airport. I was VFR in sunny & clear skies. I saw this creature heading towards the airport and it looked like a low cloud deck. When I got on final, I realized it was a fog bank and saw it was crossing over the other end of the runway. I elected to continue and the fog bank and I met while I was flaring. I stopped the plane on the runway, turned the runway lights on high and couldn't even see the runway lights on a 50' wide runway. I called the FBO and asked to have someone come out to tow me in. I shut down and spent a couple of minutes yelling, "I'm over here!" If I had been a few seconds longer getting to the airport, I am sure I would have pancaked it. Sent from my iPad using Tapatalk Pro
    2 points
  35. My wife hates to take the car. Yesterday we took our shortest CC to UKI to see a quilt show at the fairgrounds it's a 7 minute flight vs a 55 minute drive there was also a 2 mile taxi ride plus all the usual airplane stuff. But hey it's always more fun to fly. Perfect sky but a bit bumpy. Landing and departure was with 15 with gusts to 20 at 90 degrees to 33 but Snoopy handled it no sweat. One thing that was strange is on shutdown at home the prop stopped with the blade up on my side it always stops with blade up on pax side. Weird hope it don't mean anything.
    2 points
  36. I'll take that Bet. Be a 6 pack of Dr.Pepper
    2 points
  37. Well it’s time to let go of my Mooney. She has served me and my family well, but now I’m comfortable enough in my 195 to cut the safety net of having her around. They say the best planes get sold before they are advertised. This is a great example. I found this plane, right here on Mooney Space, and I'll bet she finds her new home with Mooney Space member again. I’ve set up a website with all the details and pictures. Here’s a some pics and specs to get you interested: 1987 Mooney 205SE Flown regularly Well maintained 530 WAAS, GPSS/roll steering Aspen MFD with Synthetic Vision Altitude Pre-select Yaw Damper 1040 SMOH 4350 TT Hangared No Damage History Hartzell Top Prop (535hrs) 1000lb Useful Load STC New seats from Oregon Aero IFR and Annual* Current (*end of May) And much much much more. $138,000 $119,000 Check out the website for lots of pics and all the goodies.
    1 point
  38. Been a while since I've done any panel work. Initially when I did my panel over, I had a regular old DG with 2 CDIs for the Navs. Eventually, I put the NSD1000 in which led me to have a blank spot in the upper right hand corner of my '8 pack' since the DG was removed. I've been thinking lately about moving some things around and today I decided to relocated my EDM900 to the spot where my GI-206A use to be. I will be putting my iPad mini in the spot previously occupied by the EDM 900. It was a huge pain in the ass since when I installed the JPI initially I did not give myself enough excess room to move wires 2 feet, so 8 hours later here is the finished result. First picture is the 'before' picture. This is a perfect example of why I can't leave well enough alone, when will the madness stop?!
    1 point
  39. As Yetti said, the plugs can tell a story, even without an analyzer. What do the plugs look like after an hour? After running an hour and then cooling down, does it run fine again or do you need to do something to make it run fine? What effect does mixture have on the issue. See the other thread where someone had FOD in the inlet. Keep in mind, an hour of ground running is not the best thing for your engine and can cause other issues like fuel vaporizing and other overheat issues.
    1 point
  40. Found the issue and learned a few things on the way. The cut-to-the-chase answer is that a piece of the airplane got sucked into and blocked the air intake. Blocking this intake caused the mixture to become relatively rich (fuel flow stayed the same but airflow decreased causing the relative change in the mixture). How it was found... All spark plugs were removed, inspected, cleaned, and gapped - they looked ok and this crossed them off of the issue list and permitted us to... Check the fuel flow for each cylinder by doing a run up at 2000 and 2600 to see if one of the cylinders was running hot or colder than the others (different from before), but the temps all looked relatively good, so we did... A mag check at 2000 and 2600 which caused the engine to stumble and stutter almost to the point of stopping - seemed like both mags were bad, but then just for the heck of it,... Leaning the mixture and doing the same runup at 2000 and 2600 made for a pretty standard drop on both the left and right mag (and took them off of the issues list) which lead us to think more about relative mixture and "not too much gas", but "not enough air". After shutting down, we talked about the filter, other things that would reduce the airflow, and then also looked into the bypass gate. There we found a piece of material long enough to span the intake baffle/hose and to slow down the air intake. If you look closely, you can see where it came from (lower left-hand corner of the photo). Gratitude to MS for a place to think it through and to the tower that notified me yesterday that I was trailing smoke.
    1 point
  41. Don't worry, once they find out the controller did that, he will end up as a trainee at KILG's training tower. [emoji51] Sent from my iPad using Tapatalk Pro
    1 point
  42. With that much drop on carb heat , as mentioned, you might have a collapsed scat tube being sucked closed and cutting off intake air (like closing the throttle). Check to see if they are all round in cross section and have a spiral wire wrapping from one end to the other that you can feel (like a cage around the tube but underneath the outer covering). One other item might be that you could have a double wall tube with an inner sleeve that is collapsing inside the tube. Look to see if all the curves and turns are full diameter and not kinked closed. Let us know how it looks. Post some pictures.
    1 point
  43. I had one,,,,It is a VHF comm antenna.......
    1 point
  44. I don't want to go to Florida during the hot months either... I got enough of those flying in 90-100+ degree temps last year while working on my PPL.
    1 point
  45. I believe it is .053" from http://www.professionalplastics.com/
    1 point
  46. Skates, if you've never been to Spruce Creek, don't go. It will make you want to sell everything and move.
    1 point
  47. You got me Andy. I would check that luck bucket. It was definitely "full" when you were building hours.
    1 point
  48. Good job...I'm of the very firm opinion that the engine monitor (especially primary) should be on the left side of the panel. Sent from my LG-LS997 using Tapatalk
    1 point
  49. There is a manufacturer on the east coast that puts carpet on the plastic board and cuts it to fit like original in Mooneys. they also have floor carpet and other things. Call Airtex to see if they can supply just the backing if that is all you want. Having it cut to the appropriate size may be helpful. Best regards, -a-
    1 point
  50. 1 point
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