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Showing content with the highest reputation on 09/01/2017 in all areas

  1. 6 points
  2. He looks too old to be sitting in the back When I was his age my dad used me as an auto pilot. Early on I was just a wing leveler, but after some practice my dad got alt hold too!
    3 points
  3. Hector at Aero Comfort repairs and covers the panels - they look much better than new ones. They don't weigh much, many people have pulled them, shipped them and been thrilled when they got them back. Don't hold him to the 2014 price list attached but it can't be too terribly much more. Aero Comfort PriceList (1-2-14).pdf
    3 points
  4. This photo at 11,500MSL was from yesterday evening on the way from my home base to KARB to visit family. Flight was delayed two hours due to oddball cloud coverage. Today's flight back home didn't have anything interesting to show. Am I nuts for flying VFR over-the-top so much? Seems the only way I can go places in the Great Lakes region. Yeah it's time to get my IFR ticket. I'm sick of being grounded because of these low 1000AGL puffy clouds that are only about 250FT thick. But it sure is fun to fly around the big towering CB's. **Edit** Oh I forgot to mention how neat it was to see the Blue Angels zipping around in diamond formation at my 1 o'clock as I departed Runway 6 at KARB. Apparently there was an air show at KYIP Willow Run today. If I had Yooper's Lancair I would have joined in. Sent from my iPhone using Tapatalk
    3 points
  5. I felt that way a couple yrs ago was going to quit or start flying and trying more, real glad I decided the flying route.
    3 points
  6. So, if you haven't read this month's Flying magazine yet, Martha Lunken has a particularly hilarious column on aviation nicknames that she's found on the internet, for everything from planes to airlines to people. It's an article worth saving just to have a chuckle from time to time. I laughed out loud for the Diamond Katana: "the Flying Sperm". You gotta' admit, pretty good one. There are literally dozens of others so I won't bother to repeat them here, but feel free to add to the list with your own. One stands out, though. While Bonanzas have long been known as Doctor Killers, Mooneys get the nod for the more cost-conscious health professionals as Dentist Killers! I believe we have our own dentist on Mooneyspace...so far he has avoided this fate. Cheers!
    2 points
  7. For the first time in my flying career, I got money from AOPA!
    2 points
  8. On their way to eat lobsters while sitting on the furnitures Sent from my iPhone using Tapatalk
    2 points
  9. I hope all the deers near the runway don't get hit by the aircrafts.
    2 points
  10. Thanks! I don't know much about the foam. I remember discussing foam with them about a year ago, and they described a recipe of multiple foam densities in various parts, leaning a bit toward firm according to my taste, but I forget the details. I am a bit the opposite of a DIY'er I guess. Have credit card, will travel.
    2 points
  11. In our community we have several "loaner compression gauges". We joke about "buyer" and "seller" gauges. The buyer gauges supposedly read ridiculously low; the seller gauges, high. Ask your mechanic which one he's using.
    2 points
  12. Richard, you really should take the heat screens off the back windows and let your son see outside!
    2 points
  13. Hey, sure, I will dig up the cost, but I forgot what it was! I have it somewhere in receipts - its in 3 separate sets of receipts since having it done in Wilmar during tank reseal, some of the cost was paid to Bruce, but then Bruce left for his winter-snowbird activities in Florida so the weepnomore guys handled some of the install, so some of it is on their bills for install costs, even though Bruce did most of it, and then I paid SCS directly for their work on the seats, plus the rugs. I can't remember but it was inline and very reasonable compared to other complete interior jobs I have seen quoted. Certainly not more, and relatively less, by maybe a little bit? I don't know. I will pm you when I look it up, but I am feeling it is not right to publish such things publicly since I feel its the right of each of these businesses to set their own current prices. -I really wanted Bruce's system because I am very tall, 6'4'' and long limbed at that, so as advertised I can confirm that his system does open up the space a little bit and I really do notice it. -The seats I had several upcharge adjustments made that I am very happy I did. Most notably I had the base lengthened with a longer piece of foam, and this then lets my legs be supported along more of my longer femur, since otherwise I used to feel like i was perched on the end of tiny little cushion using my legs to keep myself from falling forward. This really leaves me a bit more relaxed actually just sitting on the seat with no muscle power needed. This was my idea - and I asked them "if they could do such a thing". I HIGHLY recommend to tall people - 2.5'' makes a world of difference. -I also did upcharge for perforated leather, which they don't specifically tell you they offer, but when asked, no problem. -In these pictures, you see my old yokes, but they are leather covered now. -My airplane is still in paint, so I will post that "soon".
    2 points
  14. Made a quick weekend trip to Chandler, AZ (KCHD) with my son to visit my folks. Had a great time, got out of town ahead of a big thunderstorm. Its Hot in Phoenix
    2 points
  15. Dont pull any cylinders off. Look at the valves with the dental camera, if no asymmetrical deposits, fly it. If low compression go do a high power runup or even better fly it really hard for an hour, then recheck.
    2 points
  16. I thought you fixed planes...just flip the tail around. We'll let you keep the extra cylinders.
    2 points
  17. My last flight was in late May so words cannot describe how happy I am to have her running again. The joys of owning something 54 years old, you can't buy parts new anymore. Replaced muffler, risers, and shroud (thanks to a fellow MS'er!), all new SCAT tubing firewall forward, rebuilt carburetor (found a gasket MISSING and the two halves were LOOSE as well as the float not set correctly!). Electric fuel pump replaced, fuel screens checked (spotless). Found a LOT of loose fittings that would not have been seen without the level of surgery we went into. Cork rocker box gaskets replaced with silicone, oil drain tubes tightened, baffling rerigged and sealed. Battery charged. Air filter changed. Manifold pressure line blown out. She is running smoother than I've ever felt before. And right as I was about to take her for a test flight, I got called into work. So here I sit for another 12 hours without sleep, eager to get to the hangar tomorrow after I sleep and give her a good wash and wax and BURN SOME 100LL! Video on FB:
    2 points
  18. I see @Bob - S50 and I are in similar situations. Frankly, I look at it as if my home base requires an alternate IFR departure airport for any IMC departure. Good risk management is based on recognizing threats of all kinds and developing a mitigation strategy or plan in advance, just as @N201MKTurbo was also suggesting. (I do the same emergency departure brief as I ask my students to do.) My base also has high minimums. Two approaches have minimums at 1000' and 1100' agl. But even if the ceilings are higher than that I still likely won't be heading back to my departure runway unless I can do so VFR. But the decision is based on my departure procedure too since takeoff direction plays a big role in this decision just like it does in the emergency brief for VFR departures when annunciating which runway I will turn back too if I have the required altitude. So depending on direction, my base is only a couple minutes from the FAF of an approach to a near by airport - much closer than to either FAF for my airport. Secondly while both of my approaches begin at 5000' my alternate begins at less than 3000'. With all these considerations, it's very clear I can get down much faster and without needing to climb up all the way up to 5K, nor do the long down wind leg so to speak to get either of my home base FAFs. The nearby airport is a much more realistic option if my emergency is due to partial power as well. These issues are worth considering on unfamiliar destinations as well. But of course these options need to be considered in the flight planning phase which is really the intent of the IFR alternate. The IFR alternate concept is much more valuable than just considering weather minimums. Sent from my iPhone using Tapatalk
    2 points
  19. I have a '66 M20E. I don't wish you "luck" as I would rather you "know" than be "lucky". -Engines can only be "zero" timed by Lycoming (The Mfr.). My engine was overhauled at Poplar Grove over ten years ago. Logs will tell what was done. (And not done). This is VERY important! -An overhaul can be called an overhaul when "stuff" isn't done. -New or refurbished motor mount and rubber on mounts? -Accessories (stuff that "hangs on the engine" overhauled? Oil Cooler, Exhaust, ALL HOSES AND harnesses for plugs. Both Mags overhauled? Engine vacuum replaced or overhauled? Prop overhauled. Hub overhauled? -Engine New pistons or re-sized? Was the case split and the crankshaft and cams found to be within service or new limit range? An engine is great until it isn't. We are talking writing a check for >$30grand to do a major overhaul. Accessories are "extra". -Fuel tanks will or are seeping/leaking if over 30 years old. Fill the tanks. Smell in cabin? Fuel senders are on sidewalls. They will leak. Leaks aren't a no-go unless beyond a seap. I lived with them for years...BUT it is 7500 bucks to re-seal tanks. More for bladders. -Should show in logbook that the SB for interior cage inspection has been completed and old insulation removed. Has rear seat been removed and spar looked at? -Corrosion in wings? These can be plane killers as advanced corrosion can be so cost prohibitive to replace that you should just "pass". This stuff will ground an airframe and put you and those you love at risk. -A pre-buy inspection by someone that KNOWS Mooneys is of absolute critical importance. I didn't and it cost me well over $15 grand. The plane has a lower cowl anti-guppy enclosure and appears to have a one piece windshield. your plane should have a semi-six pack, but equipment is dated and ADSB compliance (about 4-7k) looms. You washed the damn thing, so like holding the puppy you are emotionally vested. BE SMART. SMART up front will keeep you smiling for years into the future. ALL vintage planes are Money Pits. Keep repeating that and you will be O.K.
    2 points
  20. Sorry, no Mooneys, but if you love aviation, you'll really enjoy this:
    2 points
  21. At our last annual we had to do some tank work which means the old wing walk had to come off. I’ve done this a couple of times and have made some handy discoveries I thought I would pass on hoping it will be of some help. I’m going to include pictures, hopefully in the right order. Before you begin this project order the wing walk paint. I’ve always used Randolf but I’ve learned a trick. Don't thin it out. When my can arrives I turn it upside down for a week or two. It will come in a plastic bag so just leave it in the bag in case it leaks, which mine has never done. The grit at the bottom of the can is hard to deal with and this method, though slower, really pays off. Leave it upside down until the grit has shifted to what is now the top of the can. You can feel the change in the can when it does but it takes a while. That’s why you order the wing walk first and do the next part later. Patience will pay off later. I start by using aluminum foil tape I get at Home Depot. Not sure why this works so well for this project but it does. The tape needs to have clean edges, not dented or damaged. I carefully place the tape outside the existing wing walk and make sure I use ample plastic to catch any drips. I’m also careful to press down the edges of the tape making sure there are no wrinkles. You want a good clean seal on the edge of the tape. Now that I have the wing walk area masked off it’s time for the stripper. I use Citristrip. One small bottle is all you will need. Using a disposable brush I apply a thick coat all over the old wing walk. The trick to this step is that you do not want the stripper drying out. After a thick coat is applied I cover it with Saran Wrap and carefully press it down over the goop. Then I double check that none of it is, or will, drip off the boundaries of the aluminum tape onto any paint I want to keep. Now is when you walk away and leave it overnight. The next day use a plastic spatula to scrape it all off being careful to not drip it on any paint you want to keep. You’ll be amazed at how well it works and there’s no fumes. I dump mine into a small box and throw it out. Using damp paper towels I carefully wash off the residue being certain not to create any runoff. Once I know it’s clean I use a solvent on it just to be sure. If you want to use Alodine and AlumaPrep now is the time. I take off the tape and clean it again paying careful attention to the edges of the tape. Hopefully you’ll get a nice clean stripped line like I do every time. I’ve never had any stripper get under the aluminum tape. Now it’s time to re-tape the area just like before and prep it for wing walk. I place the tape just barely over the paint line so I’m sure I get clean coverage. Here’s where turning the can pays off. Open the can and start chopping up the grit blob with the paint stir stick. This process is so much faster when the blob is at the top of the can opposed to all the grit being stuck to the bottom. Keep chopping and stirring. Wearing a work apron and safety glasses would be smart in case some of it jumps out of the can. Chop and stir, chop and stir. I apply the wing walk using a 4” foam roller and a disposable tray. The roller works much better than the brush which is the recommended method. Pour a little less than half of the wing walk into the tray. The trick is to keep it moving and mixed since the grit likes to settle fast. Apply evenly and watch for streaks. I apply two full coats and wait about 30-45 minutes between applications. After the second coat has dried for 30-45 minutes I remove the tape and plastic masking. Now is the time to be patient again. The last time I did this we waited for 3-4 days to be sure it was hardened and then we went flying. In the hot Redding sun a passenger turned his heal on the wing walk and it must not have hardened enough and created a small divot. Your results may vary but this time I am waiting a week to ten days before using it. I do not have pictures of the full process but I have enough it should make sense. -Sven
    1 point
  22. When I did the WAAS upgrade to my 430 almost ten years ago, it required a new GPS antenna and coax cable. Sliding one unit out and another one in may not accomplish what you are wanting.
    1 point
  23. 3 blade MT. If my memory is working properly, I think about 14 AMU. I love mine. Very much quieter, smoother, lighter, better take off and climb performance, and better landing speed drag for slowing down. I can not discern any cruise speed decrease, but I admit I do not have any really good data to back that up.
    1 point
  24. Expect some efficiency from the blade design, but the old blade design was pretty good... the large chord paddles probably show up as a negative on the ASI.... exposed surface area. improvements should be expected in getting off the ground and climb rate... The engine still needs to drive the excess aero-efficiency that is available... FF... Will your plane benefit from a much lighter prop? (Mine would) Is there a difference in blade length? Best regards, -a-
    1 point
  25. Nice write-up Eric. You are only a couple of months shy of the one year mark. Keep up the good work... Stuff stops breaking after a while... click on your avatar to see your own details. Great time to update with a photo too! Best regards, -a- CONTENT COUNT 218 JOINED November 12, 2016 LAST VISITED 1 minute
    1 point
  26. Early days yet. Hurricanes are unpredictable by nature, this one could miss us entirely.
    1 point
  27. From what recall, you won't normally get that message even if you remove the antenna or encoder. You can test the theory by simply removing the antenna coax while the unit is working on the ground. I think you will simply lose satelites, but I don't think you will get the message. This feels more like an internal board issue. Would certainly continue to work with Garmin on this one. They have a good warranty if it was just in there, so be careful about voiding it.... while cooling is not required, it is recommended. Do you have cooling air hooked up? I still don't think that would be the cause, but can contribute. That gap above the unit would actually help with cooling....so I'm still leaning toward internals.
    1 point
  28. Where is the air going? Past the rings, or valves?
    1 point
  29. Hot vs cold engine when the compression check was done?
    1 point
  30. 1 point
  31. I had the headliner covered in leather, new carpet, some of the other plastic panels repaired, ashtrays removed, painted, seat redone...for less than 8 AMUs...very happy with it.
    1 point
  32. I planned on sourcing the parts myself and having a local upholstery shop recover the seats with leather and make new side panels. Planning on using DLT for the automotive rated materials. Put my refurb on hold because the weather is too nice to take the plane down and I'd rather be working on my instrument ticket.
    1 point
  33. I wouldn't deal with this on a bet. Old guy wants to keep his airplane, fine. if his kids can't talk any sense into him that's their problem. Life is too dang short to deal with crap like this. Linda working airplane that you can get in and fly. Mooney made lots. Oh, and I like the T-shirt.
    1 point
  34. 1 point
  35. Now I'm torn. After flying with TheTurtle in a nice F, maybe the J and pricing is for later. Why must all Mooneys be so awesome!?!? Sent from my iPhone using Tapatalk
    1 point
  36. If you have ever worn a uniform, parts of it will get to you. If you have ever worn a uniform, thank you for your service.
    1 point
  37. Not the best picture, but a quick one I took at the airport when we first started looking at her. This was taken before she was washed so the paint is still pretty dull. We did a quick wash and slight buff to check out the paint to see its real condition and it shined up really well. No (or very few) chips and cracks. A serious wash/buff/wax will maker her shine like a new penny. Tanks were full and the ground was dry, so no fuel leaks that were obvious to speak of. Took her for another flight and the only squawks that I found were: 1. ammeter doesn't seem to read. Had the mechanic check the alternator and said it was working find. Had to be gauge. Mechanic/seller have already ordered a replacement combo ammeter/voltmeter to replace it. 2. Intercomm is shot. The noise on the pilot's connection is terrible. Suspect something loose inside the box because it was find until we went full power for takeoff. Going to use our intercomm out of our cherokee to verify that it's the intercomm and not the radios/audio panel. On another note, the glass in the picture is really milky from sun exposure. All of the glass has already been replaced. The owner insisted he replace it before we flew it. He had already ordered it before we approached him about selling, it just hadn't been installed. That has been done now.
    1 point
  38. After about 25 years of airplane ownership in a variety of hangars: Pitot cover- yes All doors and windows closed- yes Chocks- yes Cover and cowl plugs- no
    1 point
  39. Glad I fly a Mooney and not a Cessna
    1 point
  40. Try the headset in a different aircraft and see if the is true, my bet is they are bad
    1 point
  41. Yes, that was most expensive Coke I ever had. But I think it tasted better then one from the supermarket. Bimini arrival fee $50, departure tax $29, taxi cab $5, 20 gal of fuel. View from the cockpit priceless. Next trip will be scubadiving.
    1 point
  42. I wouldn't make ADSB too much of a priority. Although it's an expense, getting ADSB into your plane can be done for $2-3k plus install. A GPS, autopilot, tank leak, corrosion, etc. will cost tons more.
    1 point
  43. And many of us are happy doing so! At least in 2½ years, ATL Approach will have a reason to always tell me "Remain clear of the Bravo" whether I am IFR or VFR, as they have been doing for the three+ years since I moved back down this way . . . . . But other than visiting my mother-in-law, avoiding ADS-B-Required airspace won't be much of a challenge or a problem for me. Or for many others.
    1 point
  44. <Raising Hand in the back of the classroom> UUUUMMMMM, Can someone tell me what is WRONG with that interior? The seats look like nice older leather in good shape.
    1 point
  45. Nothing is a given. The engine may or may not need to be overhauled, the interior is fine for a family traveling aircraft, the instruments are old but usable. It will require an ADS-B upgrade ($3000 to $7000) within a few years. For someone looking at F or J's in the $50K range it is a staring point. It looks like it has been well cared for and kept hangared. I would figure at least $15k for reserves depending on how much it has flown. Recognize you could end up needing to overhaul the engine as part of the risk. On the upside you could potential fly 500 hours or more before you need to do the overhaul. You will hear the naysayers tell you that the engine is definitely dead, the interior must be upgraded to leather and you must have a full glass panel to fly the way they thing you should. As long as the engine is fine all the rest wont make the plane fly any better or faster. A $200 tablet and a Stratux unit will give you all that you need to fly VFR safely. Bottom line is it is a J, and it is a great base airplane to fly and improve over the long haul if you can afford to take the risk.
    1 point
  46. I just completed some maintenance on my Lancair and flew about an hour late yesterday afternoon to verify everything was right (more avionic glitches, but found the problem). Anyway, after eating a box dinner I had brought along, I called a friend to take along for another 1 hour flight before dark. She was having dinner with a friend, and asked if he could come along as well. I said fine but when they arrived I thought he might have a medical condition when they walked from the car to the FBO, as he stumbled a bit. I asked who would be riding up front, and my friend said the guy would be. Boarding my Lancair for the co-pilot seat is difficult, and I always do a pre-boarding demonstration to ensure a safe and easy boarding. Well, he did NOT board as I described, and my alert neutrons went off. I discretely asked my friend if he had been drinking and she said YES. I promptly advised him he would have to deplane, as I could not allow him to fly with me if he'd been drinking. I could only imagine what bad could happen with someone in the front in such a complex plane without their faculties. I told him it was against FAA regulations (not sure if it is, but it helped support my decision). She elected to deplane too and my flight was done solo last night. It was too bad she wasn't more honest with the situation up front, as I could have called someone else to fly. As it was, it was too late to call anyone at the point I refused to fly them. My willingness to "just go flying to build hours", and providing an experience to others in this impressive plane will be dropping fast now as I passed my magic 150 hours on that last flight and these types of flights are pretty expensive. Taking a trip to Santa Fe for LOBO next week, and maybe sending it off for paint by the end of September. Oh, an Mooney related, I flew the Rocket over to Duluth, MN with a couple customers to buy a truck on Wednesday. It only took 15-20 minutes longer and bunch less fuel cost. That bird sure flies nice!! Tom
    1 point
  47. Suggest you add pictures date of overhaul and other details.
    1 point
  48. How do you think skycatchers are made?
    1 point
  49. Here's Madras OR after the event :-)
    1 point
  50. Thanks for the props. I've never had an issue with the fuel tank. The stripper does not seep in and did not cause any issues. I neglected to say to drop your flaps and cover well with plastic. The big tricks learned are the aluminum tape and especially putting the can upside down until the grit releases from the bottom. I left mine in the warm hangar and a week seemed to do the trick. It makes mixing it up so much easier. I've painted this onto a few non-aviation surfaces and the mixing has been the most frustrating thing. I even tried using one of those mixer that goes on the end of a drill. Don't try it. Trust me. Make sure the aluminum tape edges stay on the paint and not on the wing walk. You cannot press down a good clean edge if it's on the walk. Get your reading glasses and get in close if you have to. It will pay off. The directions say it's dry after 6 hours but I would not trust walking on it for a few days. Already made that mistake. Let it cure and be patient. Here's another picture of the clean edge that aluminum tape leaves. -Sven
    1 point
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