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Showing content with the highest reputation on 04/26/2018 in all areas

  1. 4 points
  2. It looks like they are just days away from a fix for this: https://www.tapatalk.com/groups/tapatalksupport/ips-4-3-beta-1-released-t39622.html
    3 points
  3. Oil analysis twice has indicated engine problems which indicated problems which led to engine overhaul. In both cases the elevated metals were evident long before anything else alerted us to problems. The oil sample at prebuy means nothing. It’s a single data point on an engine that usually is sitting beucause the owner is selling... But a long history of <30ppm iron and low values of the other metals matters. They have a solid engine. In answer to previous comments I’ll take the LOP 50hr oil change over the ROP “fuel is cheaper than engines” 25hr oil change engine
    3 points
  4. I still use VFR plates as my default while IFR in IMC in cruise. Consider it a "single engine ops" issue. If I completely loose power I am going wherever this is a field, private/public, approach or not. Try to glide there and circle down with synthetic vision or whatever you've got. If you have enough energy to do an approach, great, just figgure out what the GS should be at your decent rate. Both of these methods are not standard and should be praticed in a similar and with a safety pilot. I just think ithey are reasonable options in an emergency vs coming down in IMC with no idea of what's below. Of course partial loss of power or other emergencies I would go to the low altitude chart and be talking with ATC about nearby options that are VFR or have an approach. Sent from my Pixel using Tapatalk
    3 points
  5. I do not believe a history of oil analysis adds to the airplane's value. It may make it easier to sell, however.
    3 points
  6. +1 Your engine is already fully depreciated, overhauling it will cost you extra that you will not get back selling it. The counter-argument is that it might attract the non-educated buyers, but those are buyers who might not be fully committed, and might give you other kinds of false-starts and headaches.
    2 points
  7. I'd recommend selling as is, just price for hours on engine accordingly. Vref gives you the data for this on an hourly basis. Base price always assumes mid-time engine, so a run out engine would amount to a discount of half the cost of a fresh OH engine. You'll have to look at Vref (free on AOPA) or the Blue Book schedule to see what they are allocating for engine time but I'd expect it still falls a bit short of 100% of all the overhaul expenses you'd pay. Plus your panel will help motivate a lot of buyers. Owning and flying a turbo, I totally get why you want to go that route. I can't count the number of times I would have canceled or delayed if I didn't have the turbo to climb up on top and cross the weather from above it.
    2 points
  8. I'm in agreement with what others are saying. What would you ask for the plane if it had a fresh engine? I've never been in the market for an Ovation and so don't know how to price it myself. But I think if you worked out a fair price for an Ovation with a fresh engine and then subtracted the cost of the overhaul from that number and listed it, it would sell quickly. I'd much rather buy your plane with a timed out engine at the right price and then get it done myself.
    2 points
  9. Compatibility I assume. With regard to the 440, if you access the Avidyne forum you will find a plethora of information from smart contributors and Avidyne Techs who are more than willing to help. To ask the question you need to register and the link is http://avidynelive.com Having said the above, I don't know if all the info you want is available given the GFC500 is only certified for installation on a small number of aircraft such as certain Beechcraft, Cessna and Piper models at this stage. The Mooney M20 cert program is planned to start within the next 12 months. It might be worth a try accessing the Beech Talk forum and posting the question there. You might have better luck as there may be contributors who have one installed. The link is https://www.beechtalk.com/forums/
    2 points
  10. With deep corrosion your best bet is a cheap soda blaster from Harbor Freight. Its really the only way to truly get all the embedded corrosion. Blast Feather edge surrounding paint Wipe with MEK Tape up Alidine Use Etching Primer...a couple coats (Rattle Can) Regular primer...a couple coats (Rattle Can) Sand with 400G wet paper Use a scotch pad pad to scuff around the area Light coat of paint until tacky followed by two cover coats Let become tacky once completely covered Use a rattle can product called FADE to blend the dry edges of the new paint. USE SPARINGLY. This is a HOT RETARDER Let dry for a week if rattle can, a day if polyurethane or an activated cover coat Buff with compound It will look like nothing was ever there! Rick
    2 points
  11. I'll be downloading the data tomorrow and will try to post it when I have some time. I'll probably spend most of the day cleaning the remaining oil off of the airplane, engine and inner cowling. All that oil made a huge mess. If I can I will post it tomorrow evening.
    2 points
  12. Looks like a friggen P-51 from the front with that prop. You need to go back to a 3 blade.......and I'll take that goofy prop off your hands for you. :>) Tom
    2 points
  13. Whelen Chroma series LED. $115/ea. Probably THE brightest drop-in LED.
    2 points
  14. Don't think you need an IA to sign off a light bulb replacement, just make a log book entry.
    2 points
  15. Well, he figured it out. When the primer button was pushed and it tried to flow fuel, the jets were clogged. So nothing could move. Because of this the fuse popped. So the system protected itself like it should and nothing was wrecked... I got away cheap!
    2 points
  16. For future reference: The GMU44 had conked out on me. Shop replaced it and all is well. However, Mooneys have a slightly different bootblock and software setup than other G1000 installations, so the shop (unaware of the related SB) tried to install the GMU44 with what they had and "bricked" it. They sent out for another one and did it right, the 2nd time around. They're good people and were duly embarrassed. All's well that ends well
    2 points
  17. Since this site is about sharing knowledge I just got a "T" shirt in Flap Troubleshooting. About 2 months ago my flaps would not retract from landing position. I removed the belly pan and did all the normal stuff as in making sure the switches were tight and the contacts were actually depressing. This along with Electronic Cleaner and magically they started working again. until last Saturday.... Same situation. They would not retract from the Landing Position. We dropped the belly cover again this time with the plane on jacks and a comfortable creeper. I wanted to painstakingly go through every switch. I checked each switch for continuity and alignment, all good. Still the flaps would not retract. So what creates an intermittent problem.... Hmmm a relay! Yes... there are two permissive relays on a circuit board. With the flaps still stuck in the down position I taped on the relays with a screwdriver and up the flaps went! I could not find the exact brand but I was able to cross match it to a potter-brumfield part which I use a lot for control panels. There are six solder locations per relay and dropping the board is a PITA. But..... knowing the flaps will retract at a destination away from hope was worth every minute to get it corrected. Rick
    1 point
  18. Just saw that Garmin released 9.3.3 which includes icing information in the flight profile page, storm movement, Sirius XM surface analysis, new center lines, pinch & zoom on the traffic page and new airspace alerting features.
    1 point
  19. Yep..... But you can get it in an aerosol can too. One can will last a LONG time!!!
    1 point
  20. Why not just stick with the plane you have. If you want a new plane, thats completely up to you, but ovations are very powerful aircraft. When i was flying my eagle from kenosha to California I just flew around some of the higher peaks around the rockies at 12,500ft. Even at that altitude I was still getting 7 to 800ft per minute. A couple people here that have ovation and eagles regularly fly them at 15 to 17000ft. I'd take a wild guess and say that if you want a turbo, youd stick with the mooney brand so that gives you the option of M20k, M20M, M20TN, or M20V. Now that youve had the 310 horses of the ovation and the long body, for me at least going back to a mid body would be quite hard. That leaves the Bravo and Acclaim. Is it really worth it for you to sell an aircraft that you know the ins and outs of, how it runs, and its maintenance history, that can still fly at 17000ft pretty good. Personally I'd stick with the ovation, but people have there reasons, so if you want a turbo get a turbo.
    1 point
  21. I like planes that have run-out/timed-out engines. I want to put an engine that I know all about from the git-go. However, very few sellers discount their run-out/timed-out planes enough to cover the replacement cost. That's why the planes with over TBO engines stay on the market.
    1 point
  22. Mine works perfectly. IFD 550 G5 HSI If I switch it to PFD mode it works perfectly too.
    1 point
  23. Nice thing about Canada is that landing on a road is still an option. Here is southern California I just stare at bumper to bumper traffic and know the ocean is my only out if I'm close enough.
    1 point
  24. What I have found with these mixed marriages is that Garmin does open up functionality although usually later when a new product comes out. The IFD and G5 have been out long enough that the compatibility will most likely be worked out. Where the risk comes into play is if they change something on the unit and the functionality breaks, you may have some issues until it gets resolved.
    1 point
  25. The rings need the high compression from combustion to seal. Combustion gases force the combustion ring (the top ring) down so it seals in the bottom of the ring groove in the piston, and also out so it seals against the cylinder wall. This prevents excessive blow by. If there is no combustion going on, there is no pressure to seal the ring, and the ring just rattles around. Ring slap has several bad effects. One of course is the blow by, but it is also possible for the rings to score the cylinder walls because they are at angles. Pretty sure it could also lead to piston slap, where the piston does not sit squarely in the cylinder as it cycles, and that can score the cylinder walls also.
    1 point
  26. Funniest eyewitness account I have ever seen!
    1 point
  27. 1 point
  28. I use both, on the ground, for planning purposes.
    1 point
  29. What is surprising is not that the Chair of Transportation Committee is banging an airline lobbyist, it's the fact that you American didn't rise up and put an end to his political career. Funny how democracy works differently in different country... Anyway, glad this second attempt of his was also shelved but it must be bloody tiring for EAA and AOPA trying to keep their eyes on this shoddy character's every move.
    1 point
  30. Note:....Got to get Erik on @201er‘s infamous list... Before Bayone spreads towards Canada... Best regards, -a-
    1 point
  31. Holy cow Batman. That is really rough looking. I thought mine was bad but you have taken it to a new level. This is what I found with the RG-58. They used a clip to hold it onto the steel tubing and it compressed it badly.
    1 point
  32. I'd also say lower TIT temps are good for another reason. The higher the exhaust temps the harder it is on the exhaust system. On turbo charged airplanes that have been run hard the life of the exhaust system is much less.
    1 point
  33. Well, considering that Garmin's data protocols are "proprietary" Ah well, Foreflight just released an update to support standard data protocols, and Stratux released one to match, so they interoperate now. I need to add an iPad to my christmas list, it seems.
    1 point
  34. Move to Jersey? You are in the Yahoo club already.
    1 point
  35. After all the discussion on how far off the OEM TIT indicator is, I connected(piggy back) my 830 to the OEM TIT probe. The part number on the probe installed is 3199516. Before starting the engine I checked that all CHT/EGT and now the 830's TIT temps all read the same as my aircraft OAT and the 830's independent OAT. All (15) temps were within 2*F of each other. The aircraft TIT of course was off scale too low. After takeoff I monitored both the aircraft TIT and the 830's indication as I climbed from 600 to 8,500 msl. At first, both indications were within 25*F(at 1300*F), with the 830 reading higher of the two, but that was short lived. The higher I climbed, the difference between the two increased, ending with about a 100*F split (830 highest) . Here is what concerned me, in cruise (2400rpm, 30.0 MP @ 9.5-9.7gph LOP) the aircraft TIT read around 1525*F and the 830 read 1625*F. I tend to take the word of the one closer to the danger zone (and 37 years younger). I went ahead and continued to lean until the 830's TIT dropped below 1600*f to be safe. Being I'm new to LOP, is pushing the 1650*F max TIT normal? Yes, I know I need to check the calibration of both indicators. Until I do, I just want to be nice to my engine. Thanks for the help Bob
    1 point
  36. This was who I bought mine from. In the pics that he sent there was the tail of another Mooney in his hangar so I asked about it. That turned out to be the reason he was selling, his response was "My brother in law upgraded to a Meridian so I got his old throw away plane which happens to be a 2003 Ovation II, or an M20R." He had been flying the plane I bought on a regular basis. The paint was old but it was still in great shape as a result of living in a hangar since at least the late 80's which was when they had bought it. It had some mods done to it, tanks resealed recently by Wetwingologists (right tank does leak a little if I put over 20 gallons in it but they they would fix under warranty if I flew it to them), the panel had been updated some (although only VFR), the interior had been redone and was nice, etc... The engine had about 1,400 hours on it but was running regularly, not making metal, good compression. The price we agreed upon was more than what the bank valued it at so I had to put extra down on it above the 15% minimum that they required, but I felt it was worth what I was paying for it. Since I bought it the only money I "had" to put into it was plugs/wires, a generator (123 hours after purchase), and the 500 hour mag inspection that I knew was coming due when I bought it (they were at 437 hours when I bought it). I've also done some other things to it but none of them were required to keep it in the air. I should find some wood to knock on but 16 months later and a little over 170 hours I haven't had any major issues.
    1 point
  37. This argument resonates with me. If I were a buyer and someone offered/presented me with a multi-year list of oil analysis reports I'd take that as (one small piece of) evidence that the owner took care of that plane. So if I were on the fence on which aircraft to buy that might tip the scales.
    1 point
  38. If I fly in any more JetProps, my baby could be your baby. Picture yourself in a sleek, fast F model with all the bells and whistles.
    1 point
  39. I used to use the Route Planner in ForeFlight. But have since given up and just file DIRECT every time. You're gonna get what they give you anyway. I often get back the actual route via email and one click loads it into ForeFlight, then another click transfers it to my IFD540 and we're ready to fly. IMHO /Golf has largely eliminated the need for the IFR low charts. Add to that that the IFD540 always knows the relevant fixes, waypoints, airways, etc from wherever I happen to be, and the chart is just redundant.
    1 point
  40. I have a gas rig. and an old arc unit. I am contemplating a new cheap wire welder. Almost all my projects are not economically practical. But since my time is worth about 10 cents and hour now, I figure it is OK.
    1 point
  41. Yeah, that got my attention as well, since I'm looking at double G5 install. I presume his thinking is to run only one G5 (4-5 h battery life) at the time... you could pull out A circuit breaker and keep battery charge on 2nd one.
    1 point
  42. Here's some more. Somehow it doesn't photograph. It is a chameleon color and the colors just don't seem to be true in photographs - ranging from medium blue to dark blue to almost black and often more like purple - at least not my photographs it really doesn't show as I see it in person. And the sparkle is intense in the sunlight - remember I said there is a special micro-glass bead substance embedded in the mid clear coat that I have never seen on another airplane, or car, besides the usual metallic pearl in the paint color itself. But that is not really photographic either. The one picture of the wing sort of shows it. Anyway heres some more. There is also a double strip over the nose -Shelby Cobra style -which these pictures barely show.
    1 point
  43. Nice SkyView demo in a new LSA: The certified retrofit unit probably won't be available until 2057 or so, when I will have given up and replaced my entire airplane with a giant flying Garmin logo. But it's still fun to dream.
    1 point
  44. From my experience (6,000+ hours teaching mostly Mooneys) it should take between 8 and 15 hours depending on how quickly you can recognize slope and manage your airspeed. With the Mooney, between 20 and 30 landings--minimum.
    1 point
  45. For those that are curious to what caused my issue I got word yesterday from Gibson Aviation that on one of the cylinders the valve seat had come loose and on the other cylinder there was a crack in it. Hopefully I’ll be back in the air this week.
    1 point
  46. Well for today it was my flight review so my instructor and I made our way to STS for lunch. Once we cleared the ridge it was time for some slow flight maneuvers boy that sure does a number on the CHT then cleared to straight in for landing after a very disappointing BLT we started out departing 20 at about 300agl he took the controls so I could put on the hood for some instrument work then we did a bunch of heading and altitude changes tracked a couple vor's crossed the ridge towards home with more heading and descents until we were entering the pattern and on the midfield DW let me have my eyes outside again. Nice to be set for the next two years and now on the list is my ECI on the prop hub. Definitely want to do more hood time but at least I feel confident that if I were to fly into IMC I would be able to get out of it of course if I were I would engage the auto pilot and make my 180 with the heading bug on the panel. Doing all the hood time was a great workout today i imagine since I did the whole journey unable to see out the window and was just following my instructors directions was kind of like being in IMC until we were at pattern altitude on the down wind and right on speed. Good times.
    1 point
  47. East Coast Mooney Fans? I’m on the east coast and I never heard of them. Most of us belong to the NJ Mooney Pilots group on Yahoo. We still it “NJ” despite most of us are from all over the mid Atlantic. Sent from my iPhone using Tapatalk Pro
    1 point
  48. Quick Update: "Pilotenservice Rieger" have let us down. After we completed the annual and about one week before the ARC expired, they suddenly were not willing to cooperate in doing the airworthiness review without even seeing the aircraft or any documentation. Very unprofessional behavior from the secretary to the certifying staff to the owner. Anyway. We cooperated with ARDEX Aviation Maintenance GmbH in Kyritz (EDKB) and they were a great partner to work with. A relatively young and professional team. So, in case anyone is looking to do their ARC for a foreign (in my case "F") reg., I highly recommend them.
    1 point
  49. The old switcharoo. For future reference, one way to ops check is to turn AccuFlite On, on the ground, with the engine running: With the heading bug centered the yoke should stay near center. Heading bug left, yoke biases left, heading bug right, it biases right. This is a good ops check for the system before launching hard IFR. The taxi test is also a good check of basic leveler function. Yoke should move opposite of a taxi turn. I've had the disconnect button and the pneumatic relay stick and then only noticed it when airborne. These checks prevent that.
    1 point
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