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Showing content with the highest reputation on 01/14/2018 in all areas

  1. 5 points
    Just a follow-up since I originally posted and had the loss of power event. I received the order from Amazon and even ordered some Prist from Spruce. After a sudden power loss and you have had time to reflect you are willing to try any and ALL suggestions. To say I over ordered and took everyone's advice is a understatement. Neil is fairly local and gave me a call the day I posted this and gave me his reasoning and background about the water in the fuel theory. I bought some of the ISO-HEET the next day and put a bottle in each tank. I also did a very thorough pre-flight fuel test and drain..much more than I normally do. Everything appeared good. I'm happy to report I've had about five separate 1/2 hour to a full hour of flights with no engine issues and all gauges are reading correct. Hopefully that was a once a lifetime event, but at least I now know what that type of situation feels like and I feel slightly more confident knowing under a minor emergency I remembered procedure...for the most part anyway. The landing leaved a lot to be desired. I was just glad to be on the ground. Thanks for all the info and input. -Tom
  2. 2 points
    Bennett, You and I think so much alike. I bought 133DB for $95k almost 5 years ago. First I started working on the airframe to make sure it was perfect. I then added a GTN 750, 1 tube aspen, and a JPI830 (this was a mistake on my part as I ended up wanting primary and had to put in the JPI900). Then I zero timed my engine at Airmark in Ft. Lauderdale. Now I bought the plane with really nice interior (no quite as nice as yours, but for sure 8 or 9 out of 10). Then came a 1 piece belly, new landing gear pucks, new glass throughout. The. I had a new panel designed 3 tube aspen, JPI900, G5 so the vacuum system is gone. ADSB in and out, LED all around. Then off to Hawk for a tremendous paint job. Mine is probably a step below yours but it is one of the nicest I have ever seen. I probably have $200k in it. Will I ever get that back? No, but I have basically a brand new Mooney that I can fly for many years (I am 56). I am going to add more. A Garmin GFC500 or 600 when I can. Speed brakes and passenger side brakes this annual. Point is, for let’s say $225 you can have every bit as much Plane as what would cost $500 or $600 to build new Today. We need to take our planes to the same place someday just to see how they compare
  3. 2 points
    I think it’s a great program. There are many young kids who drive by the airport in their parents car, with noses stuck to the glass just itching to get on the other side of the fence( I was one of those Kids). I had the opportunity to participate in a YE event a few yrs back, an it was very rewarding. I have not had the opportunity to volunteer lately, so I haven’t had to deal with the background check. But, its to be expected. Just look at what goes on in this world these days With Children, you can’t ever be to safe. so a little extra paperwork won’t make leave a sour taste in my mouth.
  4. 2 points
    Some years ago I was landing at -32C in Iqaluit on a ferry flight. The aircraft was parked outside that night. At departure next morning the temperature was -35C. The Mooney M20E started fine after 30 min preheating of engine and cockpit. I remember the AI needed some time to stop tumbling after engine start. The cockpit warmed up quickly after takeoff. I felt the limitation was more the pilot's performance at that temperatures and not the technology...
  5. 2 points
    I added them to my F model about 5 years ago. The kit is expensive if purchased new. I was able to find used parts for under $500. I have the drawings and install instructions that I can email to you.
  6. 2 points
    Pressurized fuselages are incredibly strong, imagine your 600-800 square inch windscreen with 5 pounds per square inch, then the entire airframe must withstand the same pressure. Every seam and joint is sealed, there is a pressure source from the turbo charger, a control system to prevent over pressure etc. It gets complicated. Clarence
  7. 1 point
    I've been kinda, sorta, maybe looking for an airplane with greater useful load. For my day to day flying, the Mooney is perfect but for my charity flights (Flying Samaritans, Angel Flights and Veteran's Airlift Command), I really could use more useful load. I wasn't actively looking but if something popped up that looked promising I would inquire. It is amazing the number of people, mostly brokers but some private owners that stop communication when asked for logs. I had that happen a few times. I asked for logs from some people three times without ever getting them. Oh well, those airplanes were no longer in consideration. I've thought about sending a letter to the owners letting them know their broker isn't doing them any favors. Maybe I will, maybe not. Around Christmas decided I was going to start actively looking instead of just being passive. On January 1st I sent an inquiry to an owner. On January 2 he provided pdf copies of the logs. On January 4 we talked about the airplane on the phone and I knew the price it would take to buy it if I so chose. On January 6th a fellow Mooney owner (and Mooneyspace member) looked at the airplane for me in person and flew it. An hour later I had agreed to buy the airplane. On January 8th I sent a wire transfer for the entire purchase price. The airplane is being delivered to me on January 13th. From first inquiry to delivery (some 1300+ NM away) in less than two weeks. It really can be that fast and easy. [There is now a Garmin 345 transponder with ADS-B IN/OUT installed]
  8. 1 point
    J.D. and Laura are the greatest. Please say hi for me. He has helped me so much. Can’t wait to see your prototype!
  9. 1 point
    That would be fun. I’ve also have the LoPresti cowl, the one piece belly pan, and most of the available speed mods. I wish I was your age to justify some new of the newest Gamin avionics. I will add the voice control for the GTNs now that LASAR has an avionics Unit. Sent from my iPhone using Tapatalk
  10. 1 point
    You know what. I heard the same thing! I never heard of that book! Yes! And you will need a new tail number too - ...how about....N1618J
  11. 1 point
    Just remember Prist is prohibited from being used in our Mooney's; its not compatible with our sealant. (I don't know about bladders compatibility). I would only use it in an emergency and after very carefully diluting with avgas before adding it to the fuel tank. Its probably safe enough after diluting it if you really needed it and it was the only thing available. Only isopropyl Alcohol is approved.
  12. 1 point
    I need more pictures......
  13. 1 point
    Hah! I hear he’s a fellow rocket engineeering alum, as well Slightly off topic, but your discussion of the golden ratio reminded me... I loved the book “archimedes revenge”... interesting chapter about the golden ratio! hmm, maybe I need to get the Missile painted now...
  14. 1 point
    I bought my 252 needing an annual as well. I negotiated a purchase price to take the need for the annual into consideration. I started with a pre-buy that I as the buyer would pay for. At the point in the pre-buy that I was comfortable buying the airplane, I first finalized the purchase, then told the shop to proceed to annual the plane which I paid for as well. I think the motivation is all wrong for the seller to be paying for an annual. I'd much rather take the estimated cost out of the purchase price, then once I own the plane, I'll be able to make 100% of the decisions during the annual. Just my $0.02
  15. 1 point
    Great performance no doubt, but I think people find that operating single engine turbo charged airplanes at their max performance continuously means that they'll be changing cylinders every 500 hours.
  16. 1 point
    I have stopped browsing Planeboard for this reason. When I was searching for an airplane I called and emailed on two different airplanes for sale. No responses from either. I also have noticed that there were always "too good to be true pricing" on the avionics listed. A friend of mine tried to buy a 530W that was listed, he bugged out when the seller claimed he was shipping it from the middle east. Cheers, Dan
  17. 1 point
    Sounds like you're trying to talk yourself out of a nice flight to warmer weather! Go get it! Sent from my LG-US996 using Tapatalk
  18. 1 point
    Definitely get over it and get back to flying the kids. It's not their fault and it's not your fault. You can be sure that ANYONE working or doing anything with kids these days has to go through this stuff. My wife is a child psychologist who works with Child Protective Services here in Texas. She was shocked it took EAA this long to get with the program. It is what it is and you shouldn't take it personally or be offended. The kids need to fly, so do it for the kids. Young Eagles is the only reason I pay my EAA dues every year.
  19. 1 point
    Sorry but I just can't grit my teeth any longer- If one doesn't know how many tools are needed to check the gear rigging or that electric and manual gears have different checking procedures then one obviously hasn't read or even own the proper maintenance manual. WITHOUT THE MAINTENANCE MANUAL YOU AREN'T EVEN LEGAL TOUCHING THE GEAR! A&P OR NOT! Read the damn book before you mess around with the gear. You can google them for free for God's sake! Sorry for the rant. Too many years seeing, watching needless accidents.
  20. 1 point
    The hardware for the starter is 5/16-18NC, Lycoming says 204 in pounds. It’s in the Lycoming overhaul manual table of limits. Your maintainer should have one. Clarence
  21. 1 point
    I remove the dip stick after a flight, allows the trapped water vapor to escape. Don’t know how much it helps but it costs nothing.
  22. 1 point
    Mid annual. Everything is checking out A-okay so far. Last year's annual was so thorough and complete that everything is still in spec and just going around lubing and checking. Compressions 76, 78, 78, 77. All spark plugs under 1k ohms, clean, gapped, rotated. Oil change complete, swapped air filter. AD's completed. We've found the rigging to be off-kilter, and explains why it has a right-banking tendency. So we will fix that tomorrow. A couple heim joints on the flaps are starting to get bit loose just a wee bit of slop, I will order some new ones and swap those out. Tomorrow we rebuild the fuel selector and jack it up to play with the gear. I cannot wait to get my new tires on (Thanks @LASAR!!!). I also got my Whelen Chroma-series drop-in LED bulbs in for some pictures. Of course Whelen still says they are expecting full approval from the FAA so we are waiting on those to keep everything kosher.
  23. 1 point
    I was going to stay out of this but I can't resist. I have owned a Bravo for 14 yrs. and find it to be comparable to the Acclaim in most respects. The salesman says the Acclaim goes 240Kts but if you do that regularly you are going to top the engine about every 300hrs. The Acclaim goes a little faster than a Bravo but not much at reasonable power settings. If you have a need for a weather capable airplane and have the skills to manage the equipment either the Acclaim or Bravo will work equally well. My Bravo has a KFC 150 and steam gauges. Goes about 185Kts on 16 gallons an hours. Equipped with FIKI, stormscope, and NEXRAD, I am comfortable in most weather. Turbos help when you get into serious ice. The cost of maintaining the airframe and all the avionics and other systems is mind boggling especially if you do not have use for the equipment. If you have a need they are great airplanes but they keep you checking account at near minimum balance. BTW my insurance this year for a smooth policy was $2400.
  24. 1 point
    Aluminum tape tends to stick very well, and can be difficult to remove. If you first put down masking tape with the edge back 1/4-1/2” from the stripper line, then apply aluminum tape over the masking tape up to the edge of the stripper line it make removal much easier. Aluminum tape is usually impervious to stripper where masking tape is not. Clarence
  25. 1 point
    As a starting point, with the control wheels level in the cockpit, the mass balance at the tip of the aileron should be evenly spaced in the wing tip cut out. The outboard ends of the flaps should line up with the inboard ends of the ailerons. Aileron trailing edges may be bent down to correct a heavy wing. Some people do make a mess of control rigging. The Mooney travel board for the wings will allow you to be more accurate and to,set the travel stops. With the plane levelled laterally and longitudinally the ball in your turn coordinator should be centred, mis adjustment and sagging panel mount effect this. Clarence

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