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Showing content with the highest reputation on 02/15/2018 in all areas

  1. Who is greedy? If you want to develop a new engine, get it certified and STCd for hundreds of different airplanes. Nobody is going to stop you. Or do you think someone else should do this for you so you can have your cool new engine? Ive been in the R&D business about as long as I've been in aviation. I can't tell you how many people have come to me with great ideas. They say that if I design it, produce it, distribute it and market it we could all get rich! I ask them what they are going to do in this enterprise and they don't think they should have to do anything, after all they had a great idea!
    5 points
  2. Good to be back, Aspen is aware, and will swap out the EA100 after the shop troubleshoots the connectors. I have never been an early adopter of avionics, tending to stay with mature systems to avoid this type of problem. Dumped the Vacuum system, got SV, AOA and ADSB on the PFD/MFD. More capability than I have on the jets I fly. I am enjoying the upgrade so much, I am sorry I waited so long.
    4 points
  3. For cars, after a certain age they become vintage and/or hobby classified. With that comes lower taxes and different rules. Why not the same in aviation? These are 40+ year old ships at this point. Why not hold them to the same or similar requirements as experimental? I mean seriously, how many original parts are still available? Most of us are piecing together parts from downed ships or hoping someone makes a replacement. And few people make the replacements because of the cost of getting the parts PMA'd. Keeping our old birds flying is a hobby in most regards, almost as much as building a plane from a kit is. Why is it not classified and regulated as such?
    3 points
  4. I'm always up for a get together to talk about Mooney's or any airplanes for that matter. But the FAA, industry, etc, etc, has provided for this... it's the experimental market. You can put any engine you like in an airplane you build. You can try out all kinds of innovation in design, avionics, engines, anything. OR... you can choose to fly an airplane that is very strictly regulated and very conservative with regards to innovation. You get what works and slowly new things only after they've been well tested. I don't know how thats not already the best of both worlds.
    3 points
  5. There needs to be one place on this forum that is devoted saving each other money. The exhaust V-Band clamp part number that Don refers to is Lycoming 40D23255-340M which sells for $1060 (http://www.aircraftspruce.com/catalog/eppages/lycomingcouplings.php) . However the Mooney service bulletin (http://mooney.free.fr/Mooney SB SI/283a.pdf) says that the equivalent Aeroquip part number NH1009399-10 can be used. Aeroquip makes the above part for Lycoming - they are the exact same part (see picture below). Lycoming names them as their vendor on this part on this service instruction: https://www.lycoming.com/sites/default/files/Assembly and Torque Procedures for V-Band Couplings.pdf). The Aeroquip part is $539 at Aircraft Spruce (http://www.aircraftspruce.com/catalog/eppages/engineclamps.php). LASAR has it for $544 (https://lasar.com/product/turbo-v-band-clamp-nh1009399-10/) Some shops are buying the Aeroquip clamp and selling it for the Lycoming price. $500 here and $500 there adds up.
    3 points
  6. Folks, I own an old m20a and she still flies well, but the reason for this note is to let everyone know I have obtained the ORIGNAL blueprints and ALL other paperwork from the Noorduyn company,about 3,000 sheets, if you know of anyone with this plane please let them know I have these now, there are about 15 flyable aircraft left in the world. I am restoring aircraft ser #427 used by the ARMY in 1945. I am missing a few parts and any contact would be great. Thanks Mike. www.cahc-ccpa.com The wings look like the came out of the factory yesterday, yes the shell is rough.
    2 points
  7. Get you another mechanic and have him go there while they are dong the repairs / annual and do an inspection and see exactly what they are doing. Everything is already open your mechanic does not have to open and close only inspect. Do your own inspection while everything is open as well.
    2 points
  8. This VW just may be an inspiration to ratty Mooney airplanes parked in the weeds all over America. It even has a ramjet installed already so just bolt a wing to the roof rack and take to the sky....
    2 points
  9. I have the 40 watt version in your last link. Won them as a door prize at the Mooney Summit. I like them a lot and the strobe function works just fine in my 67C. Certainly brighter than the original bulbs. Best of all, they were free. Sent from my iPad using Tapatalk
    2 points
  10. I don't think more power is the issue how about better cams, ones that don't peel and spall maybe produce a better airflow thru stepped lobe ramp design. Or maybe injectors that don't vapor lock. Mags that are replaced by coil on plug technology where individual cylinder tuning can occur. How about compound turbos that actually keep cylinders cool by producing power. The technology is so far past what we use yet we accept what is. All I am saying is why do we allow it. An IO-360 in a vans RV is the same as in a mooney why the forbiddance of using technology. IT has to do with greed.
    2 points
  11. Ooooh, now I get it. Hadn't read 1984 since, well about 1984
    2 points
  12. This is the ride. Takes me to and from and makes the money picking up all the toys.
    2 points
  13. I just want to be able to use avionics that you can buy and install in experimental aircraft in my Mooney. I’d be happy with that. Sent from my iPhone using Tapatalk
    2 points
  14. Until you have whatever equipment you end up choosing, you don't know how you will use it. I chose to go with one vendor so the interface would be easier and that proved to be the correct decision. So I recommend that which ever products you choose, Garmin or Avidyne, go all in with that one vendor to save yourself a lot of interface headaches that many who mixed their products have had. I've got all the interface goodies, FS 210 and FS 510, and this is what I have found. I rarely open the iPad in flight unless I'm going on a long cross country and want to keep myself occupied looking at "stuff". With local flying or trips up to about 2 hours, I get all the information I need from the panel mounts and Aera 796 ((weather, XM or FIS-B), XM radio, Stormscope). In an emergency situation where I lost both the G500 and ESI 500 (an unheard of situation) the FS 210 AHRS provides attitude to both the 796 and iPad. So the 210 is a nice backup gadget. The 510 is useful mostly for database concierge. I still have to take one card home from the G500 because database sync of flightcharts to it from the 750 is so slow. For VFR only pilots the iPad and an external source of ADS-B IN with bluetooth, and a panel mounted ADS-B Out source is probably adequate. For the instrument pilot a WAAS GPS, an external source of ADS-B IN with bluetooth, a panel mounted ADS-B OUT source, and a backup AI would be the minimum equipment avionics required. There probably is no justification for any of the new super boxes other than they certainly make flying a lot more enjoyable. So if you want your flying to be more enjoyable then you can trade your money for that benefit.
    1 point
  15. Didn't think Mooney's were approved for inverted flight....
    1 point
  16. To get rid of the condensation in your fill tube you should loosen up your dipstick and pull out a couple of inches after each flight. Tighten the dipstick down once the engine cools off and this will get rid of your condensation. This may be causing a problem with condensation in the hose leading to your oil separator and clogging it up.
    1 point
  17. You really need to take the time to do some reading so you can make a better informed decision since ultimately the value received is limited to what you'll appreciate. But the technology has improved greatly. As far as approach types though there is little difference. Only one new approach type is added for approaches with RF legs with support only provided by GTN's unless Avidyne got that in their recent update ( it wasn't originally). But when we get into utilitarian improvements, including approach leg types we see lots of improvement. For example we now have support for heading mode legs which we didn't have on the old boxes. Heading mode legs are used on just about every missed approach - so we get much improved guidance on the missed. We also get support for airways , ability to program holds, and on the GTNs ability to program a visual approach into any runway at any airport which is great situational awareness tool. Many are satisfied enough to just see the color higher resolution touch screen which makes the larger units much more practical for also serving MFD roles. Avidyne takes that a step further with synthetic vision but I think GTN's have the edge on approach support. But it comes down to whatever makes sense for you and very clearly a GNS, as long as it has WAAS, will get the job done just fine even without FS210; but the FS sure gives it some new life. But I personally wouldn't accept a non WAAS box in 2018. Regardless of what you have in the panel, a WAAS box can keep you alive in partial panel and enable you fly partial panel to ATP standards with its 5 Hz GPS update compared to the 1 Hz non-WAAS update rate. I only scratched the surface, so you'll have to study up and decide for yourself how happy you are with an oder box and your IPad. But in contrast I sure wouldn't want to rely on using my iPad interface. I have it, but I prefer to interface with my GTNs and the rest of my panel directly. But no matter what you opt for, get to know your avionics intimately in VFR conditions first so your equipment is a tool rather than a distraction. Sent from my iPhone using Tapatalk
    1 point
  18. The hot setup would be a fuel cell powered airplane. A carnot heat engine can only do about 30% effiency at the temperatures humans live at. Fuel cells operate at efficiencies in the 90% range and modern electric motors can get effiencies in the 90% range too. You could extract about twice as much energy from a gallon of hydrocarbon fuel or more from pure hydrogen. The problem with fuel cells is they are wickedly expensive and fragile.
    1 point
  19. My diesel Jetta gets over 50 mpg. (It was even better before the "fix".) Makes the hybrids look pretty crappy, I think.
    1 point
  20. I tried when they rolled out the A380, but no one listened.
    1 point
  21. Oh, come on, think big! It'll just make your Mooney a little nose heavy!
    1 point
  22. $11,995. (dual axis upgrade – trim not already installed) – you will need to return your System 30 programmer/computer for this price. The GPSS converter is no longer required. However, if you have an old DG or HSI (i.e. non-EFIS or KCS55A) then the converter box supplied with the ST-901 GPSS conversion kit will be repurposed as a heading/course converter. The 3100 uses a Pulse Width Modulated (PWM) signal to drive the servo motors rather than a ramped voltage signal used with previous S-TEC autopilot systems. This allows the servo always receive maximum voltage and avoids any high startup voltage problems. The speed is controlled more accurately by the frequency of the PWM signal. With over 140,000 servos in the field, this allows customers to upgrade existing S-TEC autopilot systems without swapping out expensive servo motors.
    1 point
  23. Electric motors are pretty good, but batteries are the issue. We have covered this on another thread... When batteries have 1/5 the energy density of liquid fuel, then electric aircraft, (and automobile), propulsion will be something other than absolutely stupid.
    1 point
  24. This is pretty much the story of every industry, ever. The US westward expansion was financed by east-coast money investing in mining operations, the vast majority of which never produced much of anything, and a good fraction of which were pretty much just blatantly fraudulent. I used to do a lot of consulting for technical due diligence for capital investment in a particular area of high-tech research. After looking at hundreds of companies with their hands out for money with a promise of revolutionizing life on earth, the number of scammers was alarmingly high. There's enough stupid money in the world, and apparently always has been, that that's just the way the ecosystem works. I wouldn't expect aviation to be any different, and it may even be more ripe for it because the expectation for failure is reasonably high. "Hey, we lost all your money, but that's pretty normal in this industry. Sorry. Hey, I have another idea, though..."
    1 point
  25. If Simpson is on it, you're in good hands
    1 point
  26. Knowing what all you fly and have flown, that is quite a testamonial Karl.
    1 point
  27. Jimmy has a great avionics installer right across the way. If you find a buyer that wants GTX this and GTN that add that into the price to make the sale. But, make the buyer pay for the avionics up-front. This is what I did a year ago in buying my 231, from Jimmy.
    1 point
  28. Ron, I appreciate it. I am not sweating or scared. Just stupid tired of beating my head against the wall. In 1986 I was driving a 1975 mustang II around in my home town in NY and the snow and the slush kept covering the tail lights. I was afraid of getting rear ended and installed a red bulb in the back window. According to NY state law and federal guidelines it is illegal to add rear facing lights that are not OEM. I got a ticket for doing it.... but I never got rear ended either.. Today its legal and mandatory! It is better to ask for forgiveness than permission. I've been dabbling in aviation for 20 years and have finally reached a place where I own instead of rent and my mind can see problems. Unfortunately I speak what I think and there are those that challenge it without looking beyond the today issues. Great it makes them feel good. I am still going to do what I want. Eventually the pessimists die off and one or two of the optimists get a word or idea in edge wise and society moves forward. What happened in this thread is that I targeted the age old problem of certified vs experimental. My idea was to fast track the FAA with time proven hardware that has benefits to the certified world not build a new engine. Example: we have camshafts that sit and rust and spall and its ok??? I work on tractors that get the piss beat out of them for two or three months a year and then sit in a saturated barn full of fertilizers and moisture for the rest of the year. Maybe if the farmer has help it gets an oil change and it goes right back to working year after year never any cam failures. The technology is there we chose not to use it. There are way to many keyboard rambos and I was trying to get a meeting of the minds at a table in a happy place where ideas can be shared and hashed out. Major business has done this several times over, the models work. (Harley Davidson, Ford, GE, Toyota, Honda, Spectrum, Verizon, etc) I was just moving the paradigm to a non business model with people that had the same interests.
    1 point
  29. @Dream to fly, Joe, You've already broken the first rule in sales...Never let 'em see you sweat! You had to know you may have entered into a room full of devil's advocates and you mentioned conceding. I think we may come from similar backgrounds, I don't mean to assume, but I relate to much that you have written here. When taking in the "Big Picture" I think more than just greed has kept us leashed to the technology of the 30's...it works! I've built no less than 50 "advanced engineered" engines for several forms of transportation and I see most of what you see in our struggle to advance the "certified" aviation engine. Greed, Liability fears, and as of yet, a solution that just overwhelms the old technology at a cost that makes sense even in aviation terms are just not able to be over come. I see and work with some folks in the experimental world and where I do see some of the benefits to economy and longevity, I also couldn't imagine what the cost would have to be to certify these, and then the end price to us on top of that. Now you may say that that is the "greed" you speak of, but the liability fear is created by us, the pilots and our families(for the most part). There is a thread here on MS covering some folk's entry into the prototype Raptor airframe and engine design. This could be the type of project that you could get behind as Peter Mueller and his team are trying to overcome many of the stigmas that you mention, albeit on the experimental side, but overcome none the less. Even when given the opportunity to stretch the envelope and build whatever combination Airframe/Engine?avionics package they want, most (that I've seen) home-builts show up with a version of a certified engine as opposed to any of a number of other options. This could be due to ease of integration or cost or proven reliability, whatever, but they tend to favor the known. Don't give up, keep hope alive! Where the walls seem to be tall on the certified side of aviation, the experimental side is wide open for people like you and I to prove the "nay-sayers" wrong... or right in some cases, but proven none the less. Go for it! Ron
    1 point
  30. It appears that internal combustion engines are nearing the end of their run as the dominant form of propulsion. Electric and hybrid-electric is the future. We are already seeing it in aviation. Even Boeing is working on electric engine technology.
    1 point
  31. I observe similarly with my VGs. They were removed and then reinstalled for the strip-seal-repaint process I just went through. Were yours?
    1 point
  32. I never said build a new engine the engines already are developed and tested... The components are already being used. please stop with your short sided thinking and just for a second look at what could be if the FAA would just get out of the way. You are obviously way smarter than me and way more astute in aviation and mechanics than me. my apologies. Please continue to buy your thousand dollar exhaust clamps, spalling camshafts, and over priced avionics. The experimental market has proven that SOME designs work and after a PROVEN track record the FAA should allow it to move over to the certified world. But GREED stops them. Why would a company want this if they know they can double or triple the cost of a component just buy selling it to a different market because the Law says so. Example: you drive a car I drive a truck you get to fill at any gas station for 2.00 a gallon I have to go to a specific gas station and pay 3.75 because I am heavier. Same gas same equipment to pump it. As a gas station owner I am going to like that law and laugh to the bank. Change- its a bad thing. I have obviously lost and need to concede. The aviation platform is awesome I was not using my special glasses. I am happy I can leave the ground I am truly thankful... Nothing is wrong all is good the Kool-Aid is sweet. Joe My apologies to the board for wasting thread space on the server.
    1 point
  33. Rocket, Now I am confused, is there or is there not a comparison?
    1 point
  34. Sounds like the shop knocked off a wire or didn't reconnect something. There should be no reason the G5 install had any impact on the FD.
    1 point
  35. Those are the ones that work best for the host. Hopefully one of them will end up working out for you.
    1 point
  36. After! It was a loooong weekend. Not quite done- need placards. Anyone have ideas on where to get those? Does some company sell placards for a '67 M20C? I have a label maker but don't want to do that if I don't have to... Big ugly EGT switch gone. TSO'd EI VA gauge installed above ignition switch. Waiting on JPI 900 that will go over in place of MP/FP and tach. Standard six-pack plus backup AHRS.
    1 point
  37. That's pretty deep... Maybe next time try a "Garfield" or "Calvin and Hobbes" reference...
    1 point
  38. Thanks for the input. My A&P read all the rajay manuals I have and the timing was not changed from factory setting for the stc. He also told me that SI-1325a had been recended and the timing should be 25 btdc. The F is going to the avionics shop for a month or so for all new fun stuff then I can fly.
    1 point
  39. A Lycoming IO360 and a Continental IO550 can deliver a .38 or a .39 BSFC. Is there anything else more efficient?
    1 point
  40. Don't stop dreaming and don't listen to the naysayers.
    1 point
  41. I thought the silloutte under that cover looked familiar. I’m sure you love your 997 with all the additional grunt, but as a tool for carving pavement I prefer the mid-engines cars. I’ve been driving this for the last few days.
    1 point
  42. 1 point
  43. It does sound like shotgun maintenance, but all of those items can indeed conspire to make for difficult starting. -accelerator pump: on the carbureted M20C, the only primer the airplane has IS the accelerator pump in the carburetor, so if it was faulty, then the engine definitely didn't have enough fuel to start. - ignition switch: a lot of stuff happens when you turn the switch to start and push in to engage the starter. The right magneto gets grounded, the starter gets engaged, the left magneto is advanced to TDC, and the high-energy SOS current is allowed to flow to the left magneto. If any of those things don't happen, the engine will either not start or be very difficult to start. None of those additional functions would be found on a mag check on runup. -left magneto: there are two sets of points in the left mag, one for normal operation (25° BTDC) and the other is for starting (TDC). If the starting points were not set correctly or pitted/burned, the engine would either be difficult or impossible to start. Again, this would not show up on a normal mag check.
    1 point
  44. You have a little girl to come see in April.... Sent from my iPhone using Tapatalk
    1 point
  45. From Barry LeBlanc at S-Tec: [For the 3100 STC for Mooney models] “We can cover the M20B, C, D, E, F, G, J, K, L, M, R, S and TN on a single STC.”
    1 point
  46. Nice! I hope you get your $85k!!! I know how much you have invested in her. People have no idea how much these upgrades cost.
    1 point
  47. Being an airline pilot kind like being pregnant. Everybody congratulates you for your accomplishment but nobody ever contemplated how many times you had to get screwed to get there.
    1 point
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