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Showing content with the highest reputation on 07/25/2017 in all areas

  1. Thanks for all that attended. Thanks to Van Allen Airmotives. Thanks for all donations. We received a total of $604 in donations. This was counted by me and Alan Millet who is member of MooneySpace. As discussed before, the money is being split equally and remitted to the Mooney Caravan Safety foundation and Mooneyspace. I have remitted $302 to Robert Davis, CPA for the Mooney Caravan Safety foundation. I will send to Craig of Mooneyspace $302 as soon as I am back home and will post the receipt here. http://www.youtube.com/watch?v=bgcbE4WYI1Q Yves
    5 points
  2. I just wanted to tell everyone how great of a service that I got at this place. I need my wing rigging checked and these guys stayed late on a Friday to hook me up, and wouldn't go until it was finished and I test flew the plane several times. It is a family run business and also an authorized service center. This guy knows mooneys very well. I am going back there for my annual for sure. He is base near Charlotte at Foothills Regional.. I know people usually get the bad posts, but I wanted to post a good one. Mark Weidner
    4 points
  3. Anyway you can hang on for like 6 months? For the price it might cost you to repair that thing (same thing I have .... so I know...) you might be able to install one of the new generation of digital autopilots that are becoming available - GFC500? Trio? TruTrek? Dynon?
    4 points
  4. Yes, it does cost more to own a Bravo. The simple solution to that is just don't own one if that is uncomfortable for you. My simple rule of thumb that has served me well over my lifetime is to not have more than 10% of your net worth in things you don't need. Then the value of those things don't make much of a difference in your life or lifestyle. The other thing you can do is find a way to mitigate the cost of something you want badly. In my case while the value of the things I don't need are much less than 10% of my net worth, I've helped myself even more by offsetting the cost of the airplane with my flight instruction, an endeavor I really enjoy. With the above philosophy, I don't care what the value of the airplane is. It could be zero and I wouldn't care. One thing I can tell you is that with this philosophy I am going to have everything I want when it comes to the airplane and that includes the GFC 600 when it becomes available for the Bravo. For the other 90% of my net worth, that allows me to not care about the last 10%, I do care about how money is spent, and, therefore, a great deal of attention has to be given to that area, too. Having said all the above, for those in the 10% situation described, Bravos are an absolute steal right now. What an airplane! In coming to Oshkosh it was 2:45 from San Jose to Ogden, then 3:49 to Sioux Falls with a stop in Gurnsey, then 1:46 to Madison where the plane is hangared for the week. It's a true Magic Carpet.
    4 points
  5. It is a real crap-shoot regarding engines. In my opinion, before buying a plane a person should be able to afford to replace the engine (or something else expensive) at any time. That doesn't mean the money needs to be sitting in a bank account, but be able to get it and not lose sleep over it. This could happen at 300 SMOH or 2300 SMOH. Another point, no matter what the seller says, you don't know how the engine has been operated over it's life. They could cruise at 85% power and 400 degrees CHT and you would never know. One thing you can do, review the engine monitor data. I think that would tell a lot. At least you could find out how the most recent flights were operated. I never hear about buyers doing that. Larry
    4 points
  6. Hello Everyone, I just wanted to introduce myself! I have been lurking around here for some time and decided to join up today as the reality of aircraft ownership has gotten more serious. I am an entrepreneur from about an hour north of Houston and am currently enrolled in flight school. By the time I am finished with training I will be instrument rated and complex trained in a Saratoga. It has always been a huge dream of mine to learn to be a very competent private pilot and also own my own aircraft for business and fun with my wife, and eventually kids. My work demands that I spend time in Austin, South Texas, Northern Mexico, Dallas, San Antonio, and all over south of Houston which, as Im sure some of you folks from Houston could attest, can still take 2 hours in a car. The advantage with Houston, its a good Uber city and there are lots of little airports. Denver and DC are my only real long haul needs. With all of that said, I decided to dive in and research some airplanes that could fit my missions. Efficiency and speed within my skill level is paramount. I have always looked at 172's and Warriors as training or just for fun planes VS a viable business tool. I like Bonanzas and Malibus, but the space is unneeded at the moment. I landed on the idea of a M20J or M20K with fresh annuals and recent major overhauls. It can be uglier than sin as long as its mechanically solid because I will want to have a fresh paint job and some upholstery work done to make it my own. Mooneys seem to strike that perfect balance for what I am looking for in an airplane at the moment. My dream airplane if cost was no option, and hopefully one day it isn't... A TBM 930. Im excited to learn more about these beautiful airplanes as I work my way to and through ownership. It is great to be here! -Kyle
    3 points
  7. Yeah DON'T send that to me. I need plausible deniability, and worse yet, it might fall into the hands of my wife.
    3 points
  8. I hope the mooney marketing department picks this up - its a great story on the capability of their product.
    3 points
  9. Hi, I own a 76 Mooney 20J and live in NW Houston. I am also doing training. I'm not sure if you would be interested but I've been looking for a partner due to some economic hardship with my business. Maybe something you would consider? Put some hours on mine and make sure it's exactly what your looking for? I've only got 20 Hrs on the plane SMOH and the total time is 2200 hrs. Give me a call or text and we can possibly share some additional info. Take care Jerrod 661-972-7223 Sent from my iPhone using Tapatalk
    3 points
  10. I would not adjust the doors without swinging the gear. There is a chance that you get it wrong and have contact with the gear, droopy doors or preload on the doors when closed.
    2 points
  11. I use 100W plus in an io550... im just passing TBO, no leaks, good compressions, making no metal. Preheat religiously below 50 or 60F. Don't like multi viscosity because sometimes I go a while between flights and want the oil to stay up in the engine. Sent from my iPhone using Tapatalk
    2 points
  12. Austin to San Bernardino on Friday, SBD to San Carlos on Monday and I'll go SQL to Las Vegas today. It's good to be flying again. Anyone recognize this famous airport?
    2 points
  13. Any difference will be negligible. Insurance rates are very low right now. Insurance is such a small expense ($) in aircraft ownership at this point. That said, an instrument rating will be the best thing to lower your rates, followed by having good RG time and maybe 500 hours. No, it's not worth it ($-wise) to find a Mooney to rent for 10-20 hours if the sole goal is to lower your insurance rates.
    2 points
  14. 24k' 199kts over the ground and one hour short of landing in HI. http://flightaware.com/live/flight/N916BL Welcome home to the US of A, Brian! Best regards, -a-
    2 points
  15. Ferris Bueller's aviation themed sequel?
    2 points
  16. That's what happens when you hand prop a plane in the reverse direction...
    2 points
  17. My favorite words.... Welcome aboard, Capitalist! It is great when you can use a plane as a work tool. The discussions about cost pale a little when you are using company money to maintain a high reliability for departure readiness... (there is a more specific word for this) Many cost differences between a normally aspirated and Turbo plane are not that large until it is time for overhaul. If you find that you want to fly as fast as practical, you are going to use up some spare parts. Turbos and flight levels go together like Speed and distance... If you like Speed and efficiency, there is room to save some money. It's up to you, the pilot/owner... I like Speed and effiency, but I also like to climb at over 1kfpm... Choose the plane you like... 1) short, medium, or long body... 2) Power supply: Normally Aspirated, Turbo, or Turbo normalized. 3) Choose your ecconomics: Gas sipper, gas drinker, full out gas hog. 4) Paint, interior and instruments can all be added or changed later. 5) Learn what a PPI. A capitalist wants to preserve his capital. 6) Best for your health. Train, and move up, then really explore your options. Trying to save money by skipping some steps can be a false promise. 7) Really challenging to skip steps and run a business at the same time. Some people put their real lives on hold to focus on getting to the next step faster... 8) With the economy in a pleasant state, Mooney's are being bought and sold quite often. The nicest ones don't stay on the market very long... 9) If you are a fan of Janet Yellen, Lower for longer may be meaningful... 10) Texas is a great place to be in Mooney aviation! How does that sound? Motivational? Or scary? Best regards, -a-
    2 points
  18. But you can't provide an attitude source to a King autopilot... Sent from my iPhone using Tapatalk
    2 points
  19. Luckily I'm in no rush so I will take my time looking for the right plane. I would rather wait for the right one then make a rash decision. Of course @jetpilot12 M20C is calling to me ... It has pretty much everything I want.
    2 points
  20. For what it's worth, our access hole is in essentially the same place as Chupacabra's. We're a little luckier in that the alignment is a little better. But as you can see in his photos, there's plenty of room to angle the screwdriver a bit if the alignment isn't perfect. The real trouble is figuring out which direction the screw is off from the hole, without removing the cover in the first place. You can shine a good flashlight through the slot for the throttle lever, and peer through the hole itself to locate the screw. But it does require standing on your head (or at least lying across the passenger seat with your feet out the door) to look. My recollection is that the adjustment screw is ferrous, and will "catch" a magnetic-tip driver. But it's been a long time, I wouldn't swear my life on that. If I really had trouble with it, I might consider using a step bit to enlarge the hole.
    2 points
  21. I thought I would start a thread and hopefully other Caravaners will join in. What a fricken blast. 51 of us descended into OSH with Ride of the Valkyries on EAA radio and we had a commentator, Mike Jesch [also my CFII] and a photographer and videographer. Mike told about the history of the Mooney Caravan as well as formation flight and the mass arrivals. At the last minute I was able to get to land in formation on 36L [big runway] which was the thrill of a lifetime. My professional photographer friend Jim Koepnick snapped some great photos. Thank you to the Caravan and all the volunteers who help make this even happen safely every year.
    2 points
  22. 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
    2 points
  23. That's a good conservative number and the same speed I use (for being under gross). I calculated it out from the POH to be 11.5:1 (1.9 nm per 1000' AGL).
    1 point
  24. Don't forget... 1) gear up, flaps up D? 2) prop all the way pulled back to lowest rpm 3) Best glide speed 80 - 90 depending on ship, weight, mph or KIAS..... Jim is indicating 100, now I go look mine up... Since you have the devices, test your skills with your own plane, at altitude... The glide rings that some devices have are a great technical tool. But don't stretch your glide into a stall... Best regards, -a-
    1 point
  25. Test results like this are one of the reasons we switched to Phillips XC20W-50 from Aeroshell 15W-50. It's the cheapest option in these parts, and while I have no problem paying more for actual higher quality, there's no reason to pay more for clearly equivalent results. The other reason we switched is the issue mentioned in the Blackstone report about additives in Aeroshell reacting with the copper flashing on the camshaft and causing high copper readings. We saw that in our oil analysis. The higher copper from this is harmless in itself, but my thinking is it could mask copper wear from other components.
    1 point
  26. Someone posted this once before but I like it.
    1 point
  27. Ply rating does not necessarily mean the number of physical plies but an equivalence to a old standard fabric ply. Your typical 6 ply tire has less than 6 physical plies. Pilots mistakenly think more ply's are better, when in actuality we need to stick to the ply rating the manufacturer specified in the plane's type certification data sheet (TCDS) and maintenance manual. Otherwise the plane is no longer conforming with the type certificate without it being an approved alteration (with accompanying documentation). Could you argue its a minor mod? Perhaps a retractable gear airplane is not the best choice to experiment on in case of any unexpected results. More background here: https://www.avweb.com/news/maint/193372-1.html
    1 point
  28. In my experience the guy is usually dead and its the widow trying to sell it or a family friend. -Robert
    1 point
  29. The unexpected severe icing encountered by N731CA was of course a terrible card to be dealt to an inexperienced pilot; especially when he is told to expect light icing by the controller. Would the outcome have been different if the controller was able to give him higher sooner? We'll never know for sure. But it really doesn't look like ATC kept him the icing at 17K for very long. First off the controller was very forthright in alerting the pilot to icing conditions and requested the pilot let him know right away: During the departure climb, while passing 8,000 feet for 10,000 feet, the pilot was directed to climb and maintain 14,000 feet.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.” With respect to timeline it sure doesn't look like the controller significantly delayed him at 17K beyond 30 sec from climbing: At 1002:17, the ZNY controller advised the pilot that he would be cleared to a higher altitude when ATC could provide it, and that light icing would be encountered at 17,000 feet. The pilot responded with, “I can confirm that light icing…” and stated that, “…light icing has been present for a little while and a higher altitude would be great.” The altitude of the airplane at that time was 16,800 feet and 101 knots ground speed. Thus the pilot only confirmed light icing so far, no mention of moderate nor certainly severe. But only 15 sec later, the pilot "rattled" from the icing so I would assume it was worse than "light", This is when he makes his first request to get higher asap: At 1002:34, the pilot reported, “we’re getting a little rattle here can we ah get ah higher as soon as possible please.” The ZNY controller responded with “stand by” and coordinated for a higher altitude with an adjacent sector controller. Less than 30 sec later, the controller gave him higher. At 1002:59, the ZNY controller directed the pilot to climb and maintain FL200 and the pilot acknowledged. It only took a minute later while climbing to 20K that the pilot and plane are known to be in trouble.: At 1004:08, the airplane reached an altitude of 17,800 feet before it turned about 70 degrees to the left and entered a descent. At 1004:29, while descending through 17,400 feet, and at 90 knots ground speed, the pilot transmitted, “and N731CA’s declaring…” Can we blame the controller for taking 30 sec to coordinate higher with the next sector? I really don't think so. The pilot was way over his head as most of us would be encountering severe ice when we were primed for light-moderate icing. But the the only hope the pilot had was to descend back down to VMC conditions at below 12800-12900 where he reporting entering IMC. Instead he continued to climb into what we assume was severe icing till he either lost control in the climb or lost control descending and the airplane broke up from over stress. Either way he either waited too long or waited till he started loosing control to take action and declare. We could fault him for not declaring an emergency rather than waiting 30 sec for ATC to clear him higher. But it really looks like he needed to start his exit before he even got to 17K or at least declare and descend immediately when he was at 17K picking up ice at too quick of rate rather than place all his hopes on continuing to climb up through it if he was heavily iced (i.e. rattled from the ice accumulation). We just really don't know how much ice he accumulated when but all indications are he was accumulating it through most of his climb to 17K and should have been taking action there to exit. Very sad but I don't see how any of this is the fault of the controllers for holding him at 17K for 30 sec to coordinate higher. Also I see no relationship between this accident from severe winter icing and the couple of summer ice encounters reported in this thread.
    1 point
  30. The purchase price and the price of ownership are two completely different things. No matter what you pay for it, even if someone gives it to you, keep in mind you are still maintaining a $700,000+ airplane - since that's would it would sell for new today. The parts and labor prices reflect what a new airplane costs not what you paid for a 20 year old airplane. And of course since all of those systems on the airplane are 20+ years old, in some cases close to 30 years old, they will need some work in the first few years of ownership. What is for sale on the M20M market are a lot of airplanes with nearly TBO engines so buyers are hesitant about buying at say $150,000 - $200,000 and then thinking about $50,000 - $75,000 in an overhaul, rebuilt or reman. The M20M costs at least twice as much as the M20J when it comes to engine overhaul and fuel per mile will be 40-50% more (the J doesn't go nearly as fast so don't just compare fuel flow). You have two more cylinders so when it comes time to do a top end overhaul, usually half way through the engine life it will be 50% more. Some people don't have to do a top on on the J, but most do on the M, since turbo charged airplanes run hotter and are operated in more harsh environments. The exhaust will be more expensive to keep up on the M20M - and make sure you do. Other than the turbo charger, which in the total cost really doesn't mean that much, the rest of the systems are all about the same on the two airplanes. (Since the M is faster, one hour in the M and you are covering say 190 nm, one hour in the J and you are covering 150 nm. So even though the M engine costs a lot more, over 2000 hours it's covering 380,000 miles, while the J is covering 300,000 miles). Also if your time is worth something to you, there's a benefit in getting there faster that only you can quantify.
    1 point
  31. If you are landing faster, then pilot technique did change. Or the pilot did not adapt to the landing conditions in the correct way.
    1 point
  32. I think you meant angle of climb. It won't help with rate.
    1 point
  33. I establish cruise then lean to rough and peak then rich till smooth
    1 point
  34. The '65C had the gyro in the tail cone... if you have one of these, check to see if it got any maintence history? It only had one job to do. I don't think you can tell if it is working properly, as it has no display to tell anything... Newer planes went to using the gyro in the instrument panel... PP thoughts, that are pretty old... Best regards, -a-
    1 point
  35. Airhawks and dresser tubes 2.5 years. 250 hours. lots of landings. Check pressure once a month. No issues. The professional likes Condors. May try them next time.
    1 point
  36. Thanks Andrew. I've had a member reach out to me and we're going to see if we can't find a way to get it back in the air
    1 point
  37. If you let your hands off the controls does it fly straight and level? If not, you'll need to get it rigged before you start working on the autopilot. If it does fly straight/level, your gyro or gyro mounting might be the issue. The controller is separate from the gyro, which is either an independent unit or part of your TC.
    1 point
  38. I think BK means Q13 2017, thirteenth quarter of 2017....another 3 years is my guess. Personally I wish BK could get it together to offer a product that replaces the KI-256. For the $6000 that buys 2 rebuilds of KI-256 over the years.....would allow these other products to mature a bit and the allow the competitive market to really get it right. But I have no faith, honestly don't know why it is so hard to build a digital KI-256, the outputs are relatively simple, up/down, bank angle and I assume yaw? There can't be a decision tree that complicated? I would have bought a KI-300 and would consider this new product.......but 3Q 2017 is right now.....
    1 point
  39. welcome aboard! The J is my personal favorite. A K model would serve you well if you need the altitude. Most people recommend flying for a while with a PPL to see what your general mission is. I always thought I needed space for 4 adults, but I quickly learned that I fly by myself 50% of the time and with one other person 49% of the time.
    1 point
  40. You need that significant chunk of money laying around regardless unless you are buying a new plane with a warranty. The risk exposure is real and one is better off renting till they are prepared or could handle an unexpected engine overhaul anytime. Read around here and you'll see the engine is not the biggest risk either. Sent from my iPhone using Tapatalk
    1 point
  41. If he crossed it enough times could he make it back for Oshkosh .. lol?
    1 point
  42. 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.
    1 point
  43. 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
  44. @Godfather suggestion is even better. Pull the ADF and throw it in the bin. Move the 170B over to where the ADF was. Upgrade to a better 2nd Nav/Com if you want, but not all that important as the IFD540 is the only Nav/Com you'll ever use. Send the 430 and some cash to Chase at AvionicSource for the IFD540. And put it in the spot vacated by the 430 and the 170B. You'll be wondering what took you so long.
    1 point
  45. Good News!! New SB attached – no longer a Mandatory SB and no longer to become an AD by the FAA. Continental CSB05-8C (camshaft gear).pdf High lights are it calls for recurring annual inspections and replacing affected gear p/n's at next overhaul. From the last paragraph on page 1 of CSB05-8C, shows this will not become an AD: Per definitions contained in Chapter 1 of M-0, Standard Practice Maintenance Manual; MSB05-8B was created in accordance with FAA Advisory Circular (AC) 20-176A, Service Bulletins Related to Airworthiness Directives, at the encouragement of the FAA and was issued in March 2017. Subsequent analysis by the FAA has determined that an Airworthiness Directive (AD) may not be warranted at the present time therefore, this bulletin is being reissued as CSB05-8C, a Category 2, Critical Service Bulletin.
    1 point
  46. There is a thread out there on tires, but for what is worth, I switched to McCreary Air Hawks a few years ago and they have been fine. Never saw any real performance difference between the Michelin, Goodyear Flight Customs (all flavors) and the McCreary's. Sent from my iPad using Tapatalk
    1 point
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