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Showing content with the highest reputation on 07/23/2017 in all areas

  1. Hi, I am new to the forum. I have owned my M20B for about 6 years. I have finally got around to redoing the interior and am not embarrassed to post pictures of her now. What do you guys think? Zack S.
    6 points
  2. New interior and paint in 2007. Garmin 530W and 430W Garmin GTX330ES transponder (ADS-B) Insight G2 Engine Monitor Insight StrikeFinder Shadin fuel flow Artex ME406 ELT IFR check due 3/2018 Mag 500 Hour done 7/2016 at 1777.8. Prop overhauled 10/2003. TSO 300. ACTT and ENGTT 1790. Always hangared and well taken care of. No skimps on maintenance. UPDATE: AOPA Vref says it's value is $128,991. WE NOW HAVE IT LISTED ON BARNSTORMERS at $121,900.00 (Sorry, ass still not included!) Contact me if interested. Thank you! She sure will be missed...
    4 points
  3. Want to sell it fast? Knowing all its beauty and all its' warts, have a come to the river meeting with yourself and ask "how much would I pay for it today" like if you had a partner that wanted out immediately and offered you to name your price. Anything above that is a fishing expedition on your part for more money. Dont lie to yourself about what YOU would buy it for.
    4 points
  4. Got back to the Mooney today , Replaced all three tires with GY Flight special 2 , serviced the bearings , and replaced the Brake pads...
    4 points
  5. Had to make another run for supplies and as always Snoopy was a fun time saving way to do it. Flying home in near 100 degrees at takeoff and was pleased to see a drop of 15 degrees in oil temps since replacing the vernatherm in identical conditions as when it rose to its highest ever. As we were crossing Clearlake (which is a funny) name since it gets so much green during the heat of summer we passed over this bloom that was quite unusual. Never seen it get that color before. In its defense I must add that Clearlake is considered the oldest lake on the Western Hemisphere possible that it's over 160k years old. Very shallow water so sun penetration reaches the bottom makes things grow. It's also one of the best large mouth bass lakes in the country. As always good to be flying.
    3 points
  6. Not sure that's entirely accurate. Dynon claims $16,000 installed price for a system in a C172. Can't see it being that much more in a Mooney. Someone please correct me if I'm wrong but $25,000 installed is more in G500 territory but that would never get you ADS-B in and out, a back up AI, an EDM or AP so at $16,000 that's a lot of value for your CB dollar.
    3 points
  7. We've now flown this bad ass airplane from coast to coast. Yesterday we made the trip from Colorado to Bellingham, WA. On approach, at 10,000 (0 C), picked up 1/2 inch of rime in less than 30 seconds. Immediately asked for higher/lower...could only get higher so got above the clouds at 12,000 (-5C). No power loss. Airspeed loss of 5kts. Climb rate of 500fpm. I was super impressed with how the plane handled. Eventually, got lower, and it all came off... but definitely made my heart rate jump a bit. Here's a shot a few minutes after...once we got out of the soup.
    2 points
  8. Flight from CGF to TYS today. Departed and climbed from 2000 to 7000 mostly in imc, then up to 10k. It doesn't show on flight aware really, but we made our way through a huge blob and another line in KY. The blob wasn't too bad of precip, but the sink was really slowing me down to maintain alt. Big time. So, I went a little east to get out of the sink. It was nice to get the experience.
    2 points
  9. Welcome to experimental. Its as if the years of madness of the Faa keeping us away from quality modern experimental equipment is in the process of ending. Yay!
    2 points
  10. I called Brian (WB6RQN/Aeronautical Mobile) via HF ham radio using ALE (Automatic Link Establishment) and we linked on 14346 kHz USB in the 20 meter band. ALE is similar to HF Selcall. He answered the call and immediately responded on voice with his callsign. It was about 9PM Pacific Time here in California. He was flying over the Pacific Ocean at about FL210 between Tonga and American Samoa. We talked for about 30 minutes on SSB voice, until around sunset at his position, when his signal started to fade. My HF radio station (KQ6XA) location is Silicon Valley, California. The equipment in use for this radio contact was:Transceiver: Icom IC-F8101, Power: 125 Watts, Antenna: vertical, with the top at 36 feet. Radio great circle path distance: approximately 4500 Nautical Miles (8330 km) or (5180 miles), The actual radio path distance was much longer, via multiple hops bouncing off the ionosphere and the surface of the Pacific Ocean. Great circle map of radio path between KQ6XA in California and WB6RQN Aeronautical Mobile over the Pacific Ocean near American Samoa.
    2 points
  11. That's when you ask a buddy that has a Cirrus if you could borrow his plane:) Sent from my iPhone using Tapatalk
    2 points
  12. New products like this plus BasicMed may breath some life back into GA. Awesome to see some competition vs Garmin, STEC, etc...
    2 points
  13. Wishful thinking , you are at least 30 K light on that ..
    2 points
  14. Some PP thoughts that come to mind... 1) The Best ATC people in the US and Canada also fly Mooneys. 2) Do we have any ATC MSers from Australia? 3) I prefer PIC than ATC-IC. There is always going to be some unknowns. 4) When safety is the ultimate driver, freedom gets lost in the shuffle. GA gets grounded for our own good. 5) Teamwork rules! Mooney pilots and ATC working together. Gets what you need, when you need it... don't be afraid to speak up. 6) Priority handling for PPs... without paying extra... hmmmmmmm. Best regards, -a-
    2 points
  15. In my case, I did know the forecast. And I did see the narrow wall in front of me. It was the top of a build-up. As @kortopates commented, that is very commonly where you will find ice. I full expected it and had the TKS on when I went in. I asked for 190 to be proactive and stay out of it, but I knew that it was a very short distance through for me. A little flip of the switch to max on the TKS took care of the problem. A few key points about ice: 1) TKS is great for when you need it, but I would never plan on using it to fly in sustained icing conditions 2) Always have an out. In this case, I knew that 2000 above was clear air and I could have it if I really needed it. 4000 below me was plenty warm, but in bumpy clouds. 180 turn was also available to me. 3) Forcasts are good. Combine with Skew-T charts for an even better picture of what to expect. 4) Moderate ice on a B737 is probably more than what I would call moderate on my Mooney. View Pireps with a little perspective. 5) Icing is where you find it. 6) Communicate. Don't Panic. Brad Not a CFI or even an experienced pilot. Just thoughts of a PPL that still has more to learn.
    2 points
  16. I had the older Dynon SkyView glass screens in my DOVA LSA. No problems in the units except for a failed backup battery that was replaced at no cost to me. Many updates to software and hardware. - all free. Nice to see that there is competition coming for our avionics. Sent from my iPhone using Tapatalk
    2 points
  17. Huh? Let's go back to a novel concept we all supposedly learned in Private Pilot 101. How about the pilot's planning skills using "all available resources" to avoid a route segment that could put him/her into a known icing condition using an aircraft not approved for flight into known ice conditions? The controller isn't the one flying the airplane here. Steve
    2 points
  18. I hear a lot of everyone else should do this for the pilot and not a lot of hey let's not out airplanes in avoidable dangerous situations in here.
    2 points
  19. Just got an email that dynon is getting a bunch more stuff certified http://www.dynonavionics.com/certified/
    2 points
  20. Crossing traffic at 180? Military atcaa active from 180? There are hundreds of potential reasons. Just because you got into ice doesn't mean the controller can suddenly break any rules. What's what declaring an emergency is for.
    2 points
  21. This is what Clarence did to rebuild mine when the overhaul was done in 2009. CHTs never go above 320 on climbout.
    2 points
  22. I'm a new member but just did a dual Garmin G5 ADI HSI install. Plan on flying it Monday.
    2 points
  23. If you want to see a 100 Mooneys, meet a lot of fine people, and learn about all M-20 models, you can do no better than the Mooney Summit in Panama City. Don't miss it.
    2 points
  24. Tune the ADF to a quiet frequency and turn up the volume. Go to the two antennas with a small fluorescent trouble lamp. Please it next to the antenna and listen for buzzing. You found it.
    2 points
  25. Made a quick hop up to Burlington, VT KBTV to pick up my son and daughter in-law then over to Lake Placid, NY for some lunch and wandering around. I failed to preflight the social calendar for Lake Placid and found that there was a Ironman race going on. That would have been really neat except the course ran past the airport on the only access road and had the route totally closed to vehicle traffic. So we enjoyed a 2.4 mile walk each way. Still managed lunch but the wandering around was spent hoofing it back out to the airport. The worst part was I felt like I couldn't even complain about the walk with all of the competitors going by.
    1 point
  26. @Bennett probably knows first-hand, but the Dynon website suggests it's $99/year plus a one-time $500 license fee of some sort. https://www.dynonavionics.com/charts-airport-diagrams.php "Through a unique Dynon-subsidized program, Dynon is excited to offer Seattle Avionics' geo-referenced Sectionals, IFR Lo and High, Approach / Departure Procedure Charts and Airport Diagrams (including thousands of Flight Guide diagrams) at unprecedented pricing of $99 per year. This includes both VFR and IFR data in one flat rate. Only one subscription is needed per airplane."
    1 point
  27. For my own mental health, I try to avoid stressing about the shiny new toy that's better or cheaper than the one I just bought. Seeing products with more functionality at lower cost is great for the industry, and I pay what something is worth (to me) at the time I pay it - even if it means financially missing a window for the next big thing. I bought two GTX-345s in the past year for about $8k each (installed). If I'd had a crystal ball and an STC machine, I could have gotten a new Dynon HDX installed for the same money. But I've been very happy with the Garmin product, and I'm not second-guessing it even in light of all these fun Oshkosh product announcements.
    1 point
  28. Looking for the same info. It would allow me to move to "glass" using the GTN650 as the position source along with a possibly more capable AP than the Century IIB.
    1 point
  29. I'm wondering if that $500 might be better spent investing in a Garmin G5 now that they will drive a KFC150....
    1 point
  30. Are you going to saran wrap your plane like that AOPA guy did?
    1 point
  31. I'm guessing the location is Schaumburg, IL
    1 point
  32. I think ATC should be wary and proactive whenever the pilot is reporting heavy precip, severe turbulence + icing, or their radar track is showing possible spatial orientation because things can and often happen very quickly under these circumstances in a single pilot small GA aircraft. Case and point, I was just reading an NTSB report on a ?Bonanza that crashed with presumed spatial disorientation. The ATC didn't pick up the red flag signs and at one stage even offered no gyro approach, vectoring the pilot left right and centre. The result was 3 fatalities. And we all remembered N731CA, "...The controller then advised the pilot of moderate rime icing from 15,000 feet through 17,000 feet with light rime ice at 14,000 feet. The controller asked that the pilot advise him if the icing got worse, and the pilot responded with, “we’ll let you know what happens when we get in there and if we could go straight through, it’s no problem for us.” "
    1 point
  33. Sometime it is obvious when the guy on the other side of the radio is a pilot. That is usually very helpful. Sometimes, ATC will not know what kind of plane I am. When we fly at those altitudes and with a good tail wind, we can hit turboprop speeds. On several different occasions I have been called a Mitsubishi, once a Meridian, and even once was called Pilatus 8PJ. I double checked to make sure that my aircraft designation was correct. I use 'Mooney' in front of my call sign every time to try to help. And when I am really high and have passengers, I'll give a reminder that we are an unpressurized piston and need a little more time for a decent. New York and Boston center have always been very good and helpful to me My mention in the post was not meant to be a complaint at all I have no doubt that I would have gotten whatever I needed if I had pushed the issue. I asked for 19000 before I got in the ice as that would have put me above the clouds. Once I was in it, I did report the ice, but it was a quick trip through it. 4000 lower would have put me well above freezing, but would have greatly extended the ride in the clouds. Brad.
    1 point
  34. He did request to go 190 and I am sure he would've stated the reason. "Centre 8PJ. Any chance of going 190? Picking up some rime ice fast here."
    1 point
  35. So the controller was supposed to know he was going to fly into ice and move traffic so he could have higher just when he asked for it? Right.
    1 point
  36. I did the Great Lakes windshield and it required no trimming. The 1/4" version adds significantly to the labor cost as the edge needs to be milled to 3/16", at least on the older planes. Do get the solar gray with uv tint. That's worth it.
    1 point
  37. There's no HFDL (HF ACARS / ADS) in Spirit. So, flightaware and flightradar24 only track it when within UHF range of a ground station. The Project Amelia Earhart website tracker map works anywhere, via Iridium satellite email scrape, which reports lat/long/altitude every 10 minutes. If the Iridium tracking position is not accurate, it shows a yellow placemark. If it is accurate, it shows a red placemark. When over the ocean, the position reports to ATC are manual via HF SSB voice, usually hourly or at waypoints. Today, Brian's position reports to Auckland ATC for the MWARA SP (South Pacific) have been on 8867 kHz and 13261 kHz.
    1 point
  38. We went into Appleton last year and ended up on the grass and needed to provide our own tie downs. Sent from my iPad using Tapatalk Pro
    1 point
  39. Always find it fascinating how ATC can reject a flight level change under this kind of circumstance? Single piston with limited ice-clearing ability in IMC with fast-building rime ice requesting a 2000-foot altitude change. No not available unless you spun out of control... I am sure that you've told the ATC the reason for request?
    1 point
  40. Schematic is in the service manual. Lee
    1 point
  41. looks fake took this over Vietnam a couple of weeks ago....some St. Elmo's to.
    1 point
  42. Here is a picture of the hardware and instructions to install visors in older models.
    1 point
  43. What jackn is looking for is an attitude output from the g5 to work with his current AP. Nothing on his AP will work without this information because it is attitude based not rate based. The simple solution is to keep your current AI and buy the G5 HSI or buy two G5's and move your AI to a backup position (not legal if you have a flight director). Garmin said future updates will allow additional features for approaches etc.
    1 point
  44. Yep, looks like the same system. Checked you on Flight Aware. No grass growing under the tires on your Mooney! Nice looking bird! Tom
    1 point
  45. Hey everyone, Dan in parts keeps a running list of people who are interested in visors. When the list is large enough to justify production, we can have them made. If your name is not on Dan's list, give him a call at (800) 954-5619. Would love to see a new batch made!
    1 point
  46. I flew down to a Hamburger Social for supper last evening. Got to see an ex-Lancair builder/owner that I had helped close one wing (for which he returned the favor and drove up to my shop to close one of mine as well). I hadn't seen him in 5 years, got to see my Lancair completed and watched my start-up and departure. I had to watch a system moving in in the event a deviation was required. It wasn't, but got pretty rough as I passed the leading edge of it coming in near Green Bay. I will pass 135 hours this morning when we go to KIWD to close on a new semi-truck! 150 hours, here we come! Tom
    1 point
  47. Teases like this 'un are just downright mean!!
    1 point
  48. Too fancy? Sent from my iPhone using Tapatalk Pro
    1 point
  49. Well the compression on one cylinder is low , So I pulled it and for the life of me , cant see anything wrong with it , so I said screw it , pulled all 4 inspected the cam , and the jugs go to Columbia engines tomorrow morning for an IRAN , hone it , check for cracks , clean it and replace the exhaust guides , and a Valve job....
    1 point
  50. maybe sunday, i'll fly to San Antonio or something. Last time I flew to san antonio, I was number two behind an airbus; controller had a bit of fun suggesting I keep my speed down.
    1 point
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