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Showing content with the highest reputation on 06/06/2017 in all areas

  1. Long overdue photos, but so happy to own N252MS! Flown 9 times this month including out & backs to Marathon Key and Ft. Meyers. Good times ahead!
    9 points
  2. I just got the news. My son Nathan just passed his private check ride. I've already got my insurance agent working to add him to my policy and find out what hoops he'll have to go through before he can fly the family plane. He wants to go all the way to professional pilot. I think he'll help make sure my M20E gets enough time in the air. Too bad the engine wasn't rated for 201 HP. Flying is more fun if you have someone to share it with.
    6 points
  3. Let's clear a few things up here. I don't think we ever solely blamed Garmin for this issue. In an earlier post, I even said we are not playing the blame game. What I recommended, is that the user of the G500 check their software update and verify they had the same one that we had in one of our test bed aircraft since it was recently flown with zero issues. We have customers out there with the G500/600 who have a later than 6.21 software and the Release 10.2 with no issues. So, you can see that this has a few layers of complexity in troubleshooting and identifying the single cause. In all cases of the issue, it only exists when taxiing on the ground, in no circumstance has this been reported in the air. We feel like we have a good idea of where the problem lies but won't know until the conclusion of the ongoing tests. This issue is the main driving factor in our next release, 10.2.1 and it has our full attention. To answer an earlier question on a timeline for the next release, our goal is to have it out as soon as possible. With a minor release like this one, it has a more streamlined approval process with its primary focus not introducing new features that impact TSOs. I invite anyone that suggests we don't test our software rigorously before it is sent to our customers or the FAA for approval to come to either our Concord, MA or Melbourne, FL for a visit with our engineers or our manufacturing facility. We will be more than happy to give you a glimpse at what all of our releases go through both on the hardware and software side. @thinwing PM me your full contact information, we will be happy to work out the warranty claim with your shop so that you or your shop aren't burdened by all this. Additionally, I believe you said your shop, Executive Autopilots, had been working with our Tech Support team on this issue? We have a tech support rep that has taken the lead on this issue, TJ Sutton. Can you verify that they are working with him?
    5 points
  4. Raptor methodology strikes again! $100. Just need to buy the LASAR STC.
    5 points
  5. On the last NA vs Turbo thread I looked up all the turbo participants on the thread by tail number on FlightAware, I think it was a total of 5 turbo planes. Since January of this year non of them flew higher than 11K and only 2 of them was taking off at an airport at 5K. I love turbos and have turbo envy but it needs to fit your mission. I don't fly in ice and I won't fly in IMC unless I can glide to an area that has a minuimum of 1000' ceilings on my route. I fly my 310hp Eagle often into Mammoth, Wyoming, Idaho and Colorado with no problem and am impressed with the performance. I also go into the high teens for cruise if needed. It's not a turbo but still impresssive. If I could get my plane turbo normalized I would consider that but the simplicity, economy and performance of an Ovation is hard to beat. My personal observation with friends that have turbos is they have a lot more maintenance issues than I do. A couple of people I know have had turbos go out on takeoff and climb out and 2 people I know have had turbos fail in flight and have done deadstick landings(clamps came off on T210's). They also go through more cylinders, rebuild turbos early and exhaust systems, again that's my observation and discussion at my home field MSC. Up until this year I flew my plane 2 to 3 times a week to go betweeen offices and it is a turn key plane with no significant maintenance issues. I'm a big guy at 230lbs and tend to carry a lot off gear when I go on my long trips. When I was comparing between a M and R for my mission profile the funny thing was with my flight block times where faster in the R because I could go non stop. Sure many people say they don't want to fly more than 2 hours for a pee break but that's not the most efficient use of a turbo charged airplane. In my case with the S there was the bonus in higher useful load. So for me the R or S fit my flight mission perfectly for others it will be the M. You will love either plane!
    4 points
  6. I've had 6 Mooneys over a 25 year period (in order 231, M20M, M20M, M20K (encore), M20R, M20M). The M20R Ovation (310hp) was the only non turbo charged of the Mooneys I owned and I missed the turbo. I am back in a Turbo Mooney. When I get over 10,000 ft and decide I want to go up higher I like 1000 ft per minute climbs and as beautiful as the Ovation was I realized soon after I bought it that I was not going to be satisfied without a turbocharged airplane. I like flying in the teens with a cannula where the air is cool and smooth and there is hardly ever any traffic. The Bravo is perfect for that.
    4 points
  7. So, here I am...run up complete, taking the active, go full power, 29" and only 2300rpm...WTF??? Abort the roll. Try it again 29" and 2450...so I launch, and she gets to 2500. Engine seems rough. EGTs are high. I make a turn to get back to the airport when I see that I was running on the L mag only. Dumbass. I hope that public shaming will help make me better.
    3 points
  8. Maurader, your panel really sucks man...i mean, .. it really really sucks... you need to do something this if you really want to stand out these days... just kidding!... now you can panel shame me..... Well, not really, sense the pictures are how my panel looked when I bought her... It's better now... and will be vastly better soon hopefully!!.. f(x) = G - (H - (((s * m) / t) * F) s = degrees of sickness m = degree of financial means t = time F = times screwed by avionics shop x = panel satisfaction G = what you get H = what you were hoping for
    3 points
  9. What I don't get is being a Garmin fanatic as he is, why doesn't he have a complete Garmin suite of avionics? Sent from my iPhone using Tapatalk Pro
    3 points
  10. In my old 201 on run up I had one mag that was running rough and I thought it was a plug that fouled. It wouldn't clean up with leaning so I went into the local Mx shop. The mechanic convinced me it was the ignition switch but was fine for flight and to replace it when I got to my destination since coincidentally that is where the only one could be located. I took off from Phoenix and flew to San Antonio and crusing along at 11,500 and noticed my EGT's where higher than normal but my TAS and ground speed was awesome. When coming into the pattern at KSAT when I pulled back the throttle the engine would sputter and backfire. I told the tower that when I landed that I was going to need to taxi immediately to signature because I was afraid the engine was going to stall, which they let me do. Aside from the abvious safety concerns it was probably one of my most embarrassing aviation experiences I have had pulling in and having all the people that where boarding and deboarding their private jets stare at me while I was sputtering and backfiring into parking. Turns out it was a bad mag and not the ignition switch.
    3 points
  11. Example........I recently had to purchase a new pitot cover as my former cover would not withstand 165 mph wind pressure . I tell ya, they just don't make 'em like they used too.
    3 points
  12. I just time it so that I'm right behind the guy in the Cessna and tell him to leave the pump on for me and then fill up on his nickle. Works like a charm they are usually so happy a Mooney pilot is talking to them they don't even know what happened.
    3 points
  13. Yes and even hard line capitalists, like me, recognizes that there is a public service aspect of the PO that is worth spending from the common purse.
    3 points
  14. With regard to Continental cylinders, and with my experience at my recent overhaul on the IO 550G , I did use new Continental cylinders. Prior to assembly on the engine, the cylinders were disassembled and valve/valve guide/piston and piston ring fitment were checked and corrected as needed by PowerMasters ( my engine builder). Standard practice by this builder on TCM cylinders. This was also done on the previous engine rebuild which I believe contributed to that engine reaching 2400 hours without cylinder work (oh yes, I repeat myself, and not wishing to start a rukus....... the engine was operated LOP its entire life ).
    3 points
  15. I wasn't going to do this till next winter but after looking at new stuff couldn't stand to wait. I signed a contract with SureFlight yesterday. Chris is going to install the equipment. He used to work at Penn Avionics years ago and has worked on my Mooney before. I'm going with Garmin equipment which is the GTN750 & GTN 650 GPS, Nav Coms, GMA 35C Audio Pannel, GDL69A XM Weather/Music, GTX345R Transponder, FS510 WIFI Adapter. I enjoy flying from the right seat and am installing a G5 EFI with a GL106B CDI on the right panel. I'm keeping my current flight director, CDI , Auto Pilot and backup electric AI. Being removed is the FreeFlight ADS-B IN,Out & WIFI, Argus 7000, King 155&165Nav,Coms, 90B GPS and Audio Pannel, Radar Altimeter, Ryan TCAD, DME, Transponder and ADF. Hopefully I'll be able to resell the FreeFlight as it is less than a year old. I'm pretty pumped up. They can't get me in till July 31. I'd like to thank everyone for their advice.
    3 points
  16. Personal experience the past year....I faced the same dilemma. Turbo vs. NA? I talk myself into the Ovation 3 thinking the extra HP would allow me to "go a little higher", have less maintenance and be a little more efficient on fuel. I live in SD and travel both directions. Going west, I needed to get over the mountains with sufficient altitude to glide to safety if needed. Going east I found myself wishing I could go higher to get over weather (particularly in winter). The extra HP of the O3 did not seem to really translate in to a higher curse altitude. The O3 loves around 12K. Yes it will go higher, but it really starts to poop out. It's take off performance is nothing less than spectacular! Don't get me wrong...the O3 was an absolute dream to fly. I just seemed to be flying the O3 at 95% of it's capability all the time. I had little "extra" performance left to call upon if needed. After a year, I moved over to the turbo version of the O3...The Acclaim. The turbo version is just starting to show off it's performance at 12K. I can't tell you how nice it is to point the noise up, and watch your altimeter continue a rather brisk upward spin. Truth be told, I now fly 14-18K routinely with significant performance left to call upon. I now fly at 60% of the planes capability. I am enjoying the added performance margin the turbo offers. I should have purchased my 2nd plane 1st. The real answer as to which way to go (turbo vs. NA)is really based on your typical mission (as others have stated). I suspect that as you get back into flying you will be using your plane more and more (hopefully) and will enjoy the added capabilities the turbo offers, particularly flying the west coast with it's many mountainous areas.
    3 points
  17. I've owned my Bravo for 25 years. I'm 1,400 hours into the second engine. I've got many hours in many Bravos and many Ovations. I've been cross country many times in both models. Coming West you have to fly low most of the time due to winds except when you have get up to 15,500 to follow the airways if you take the mid country route. Going east I fly 15,000 to 18,000 in the Bravo and usually have a tailwind. So the Bravo is great going East and just had about a 20 edge going West from my experience. The Ovation is a great airplane, but it does poop out above 11,000 feet even with the 310 HP engine. Yes, you can get it a lot higher, but the price you pay is time. I've had to divert a couple of times in the Ovation because I couldn't get above the weather safely. Sometimes coming West I've had to truck along at C172 speed because of MEAs and winds aloft. If you're back East, the Ovation is probably the better buy. Out West I like the option of the turbo and the Bravo. From a cost standpoint all airplanes are expensive to own and maintain properly. The Bravo is going to cost you all in between 25,000 and 35,000 per year to own based on my experience of about 150 hours/year. Some years are going to more expensive than others. Last year was much more expensive than the upper amount indicated because I did some optional things to it and one non optional thing like having to reseal the tanks. I also put in the newer braking system that those planes past my serial number already had. Fuel burn on the Bravo ROP is 18 gal/hr at 75% power. The Ovation is about 15.5 gal/hour. Fuel and oil are the least of your airplane expenses. The turbo and waste gate are additional items that will have to be overhauled mid-time on the Bravo engine. For me, I wanted the turbo and haven't looked back. You just have more options with it. For some unknown to me reason, for the past few years Bravos have been given away, so it's a good time to buy.
    3 points
  18. Nothing worse than trying to do your IFR rating with marginal radios. I would repair what you have and get the rating with just the VOR/ILS capability. I was in your shoes back in 1992 when I started my instrument rating with iffy radios. Once you fly the plane for a bit, you will figure out if she is a keeper and meets the kind of flying you are doing. If she is not, then you are out nothing than the normal avionics maintenance. Trust me, IFR can be flown with what you have. I started my IFR rating with steam and ADF/VOR/ILS flew until 2012 without anything more. (Yes, I know. Hard to believe seeing what I fly behind now). If you decide to keep the plane for a while after the rating, then you can decide what GPS to put in. By then, maybe some cheaper alternatives will become available. Sent from my iPad using Tapatalk Pro
    3 points
  19. I think I need to be nominated president at the next board meeting. Red line dictates my daily routine when I go flying and I need gas. Pull plane out of hangar.... and continue pulling it all the way to the pump. By hand.
    3 points
  20. Anyone seen my missing lower cowl enclosure? It's red and white. Sent from my iPhone using Tapatalk Pro
    3 points
  21. Changed mine today hopefully ok until July annual, luckily no spills, if a lowly non proficient mechanically deficient accountant can change the oil the others can. I'm actually serious.
    3 points
  22. I could probably create a list, but it would probably be best to attend an oil change with your A&P and watch the first time. Second best would be to find someone in your area to show you the first time. Come to Dallas and I will help you learn how. Changing it is not hard. Changing it without a big mess is difficult. Changing it with no mess is virtually impossible. Or PM me.
    3 points
  23. I found that the key was on Left instead of BOTH! So, don't do that!
    3 points
  24. Just spoke with Hooker Harness and confirmed there is a TSO and it is sewn directly on the seatbelt itself. I'll take some pictures of this later as well.
    3 points
  25. I thought I would repost this data I collected last year when I finally got my portable oxygen bottle and wanted to test my Ovation3's performance. Yes, it does lose power as you climb, but still seems to perform pretty well even into the mid teens. This was a hot Atlanta summer morning so DA's were even higher. Hope this helps. Altitude Climb and Cruise Performance.pdf
    2 points
  26. No, it wasn't what I expected. Sorry, I missed the sarcasm. It seemed like the comment made after about Obama was sarcastic and a stab at him. It seems to me that a lot of people down there, even the ones that didn't like Obama wish he was still the president now.... My personal opinion, he was the best, most professional president that you guys have had in decades. But I'm not really old enough to go back that far. I wouldn't classify myself as a socialist, but there are some things that governments should be taking care of. You can say what you'd like about socialism, it is a well known fact that the medical system, educational system and quality of life in the US is dwarfed by those in so called "socialist" European countries. Whether US citizens will open the eyes and accept it and actually see the obvious truth that is right in front of them is a different story. One thing is for sure... there is no quicker way to start getting hated than by offering your political opinion... I should have just stuck to asking questions about my airplane...
    2 points
  27. Oh - Sorry :-) The installation was finished in November 2016 :-)
    2 points
  28. Sorry that is not correct, I have send a picture at the Avidyne forum, where you can see that I have also the problems in the air, cause it can also happen in the take off run shortly before airborne :-( And thereafter you have the issue also in the air!!! I have bought a Avidyne IFD440/540 combo and Garmin G500 in November 2017. Therefore my G500 have Vers. 7.12 at delivery!!! In the installation Manual at this Date is nothing written about the G500 Software Version!! I think the IFD have the best HM (Human-Machine) Interface on the market. But with also some big Technical buggs (GPS Positioning when circling with more than 35deg bank / G500 issue / Not identical Times between 440 and IFD540 on start up). For me it is frustrating cause I have spend a lot of money, and now I have a lot of problems with the IFD. The tech support, says for example the GPS Positioning failure is a problem of the GPS Antenna location-but on the DA40 the Antennas are on the roof and it is a "plastic" low Wing plane :-( AVSimson you can send me a Email to my private adress oliverbucher@emilbucher.de Cause after the experience of my installer and myself maybe it is better than over your tec-support. Excuse my bad english, I am from Germany. Oliver
    2 points
  29. Posting this for Andy but it can help fire your addiction. Sent from my iPhone using Tapatalk Pro
    2 points
  30. Sorry, Bob, you lost me on your last sentence. Please re-read my post- when was I "whacking the other guys manning oars"? I expressed a concern that reasonable costs could climb if the privatized system lost money. I agree that 99% of Americans do use ATC services- but I truly doubt that they see it that way, since it is all rolled into their airline ticket or FedEx price. AOPA has mentioned this repeatedly over the years with regard to corporate aviation or personal business jets- they are seen as having deep pockets and not paying their fair share (although they do from the fuel tax.). And you and I, with our modest 50 year old airplanes, are seen the same way by the rest of America- rich guys with deep pockets who own personal airplanes.
    2 points
  31. D-Day 73rd anniversary today. Let us not forget those that gave it all.
    2 points
  32. The thing that concerns me from a USPS vs. ATC comparison is that nearly every American uses the Post Office, but very few the ATC system. If the Post Office loses money but stamps stay .46, everyone is happy. If ATC loses money, the cry will go out to raise the fees on those "rich airplane owners."
    2 points
  33. IMHO the postal service is loosing money because you can't move a letter across the country for .46 If they would charge (like every other private, unsubsidized business) what it actually cost plus a small profit they would not be in the hole. It's the governments remaining regulations on them that keeps them down. Look at what UPS and FEDEX charge to move an envelope across the country in 2-3 days. Post office is forced to provide service to every address, 6 times a week at an affordable price for all Americans.
    2 points
  34. So, as a dentist, you're telling me you have been perfect? Never had a patient seek care elsewhere? The world is imperfect, it's how you deal with it that counts. Sent from my iPad using Tapatalk Pro
    2 points
  35. If you read the article , this is not a Mag failure , It is a maintenance failure....
    2 points
  36. It's a skill/habit he picked up while working for FedEx.[emoji846] Sent from my iPad using Tapatalk
    2 points
  37. Soon. The insurance upgrade ($1500) kicks in at the end of the month. They're requiring 5 hours with instructor and 5 solo before he can take passengers and be covered. We have an instructor at our airport who has an M20C so he'll be our goto guy. My son is very detail oriented and he'll be helping me as safety pilot right off.
    2 points
  38. Sounds like the great state of Delaware circa 2017!
    2 points
  39. For autopilots waiting till one of the two experimental market ones make it STC for Mooney. Say 1 year. Most people who spend 30K on their panel still use a tablet. A Tablet and a Stratux.com will get you adsb-IN and ADSB weather I am a fan of Samsung Products with droid EFB software. Which is about $200 solution I run a tablet and my phone. Phone for looking up facility information. tablet for cruise and general navigation checks. The table and the phone will both fly approach plates and position you on the airport diagram in an accurate but uncertified way. The Tablet will do it split screen.
    2 points
  40. It was the mag check, first time to a Class C with lots of 737s waiting that got me too. It's kind of like resetting the trim on a Mooney before take off. You are extra positive about those steps on future takeoffs.
    2 points
  41. Siri is in charge of my spelling... I started with Britton.... Mrs. Garmin does My navigating... re-calculating...with an annoyed response... Alexa hasn't found a purpose yet... Ask her to tell a joke. Best regards, -a-
    2 points
  42. That's what Mooneys are made for -- fly to a shop that will work with you. Sent from my iPad using Tapatalk Pro
    2 points
  43. I used to end up on one mag all the time after starting when I first got my plane. I would release the key from "start" and it would spring past "both" to "left" without me noticing. I eventually developed the motor memory not to do that. I would only figure it out at runup when there was no drop after clicking it one notch further to the left because I was switching from left to right unintentionally and got no rpm drop. Once I switched two clicks to the left, thinking I was testing the right, and it quit. That time I got to learn how a backfire works too!
    2 points
  44. Aborting a takeoff roll is so hard to do. Simple in thought experiment -- so much harder to implement in real life. Congratulations on your ability and implementation. ... a 150 will also take off on one mag... especially when a commercial flight is taxiing behind you and they are number 2 for takeoff. Sent from my iPad using Tapatalk
    2 points
  45. Dan, even us charter members of the CBMC (Cheap Bastards Member Club), have our limits. I don't fly out of my way to find cheap avgas, and I have never drained a hose either.
    2 points
  46. Blah blah blah. You just like that they're cheaper! Mooney pilots...
    2 points
  47. It's not worth the effort
    2 points
  48. If the smallest nagging doubt is in the back of your mind on the roll, ABORT. This wasn't a small nagging doubt, this was a screaming emergency. Glad you're alive. Live and learn. Sent from my iPhone using Tapatalk
    2 points
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