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Showing content with the highest reputation on 05/28/2018 in all areas

  1. The much anticipated prebuy guys Vintage Mooney episode feature our very own @Raptor05121.
    8 points
  2. In honor of Memorial Day and those who gave all. Here are some photos of my flying days over the last 8 months. Thanks @carusoam for the idea to post here.
    5 points
  3. problem solved. I figure I ought to share the answer in case someone has a similar set of symptoms. Bob-S50 hit the nail on the head. A way too rich mixture that caused a cylinder to miss for a few seconds. It just didn’t seem likely that 80 hours of running the engine in a manner that is supposed to diminish the probability of a stuck valve would, in fact, produce a stuck valve. The tell? The rough running wouldn’t clear up in a instant (a valve that goes from not working to working produces smoothness abruptly not gradually as I was experiencing). The mixture at idle was so rich that leaning it produced a 250 rpm increase, not the more normal 50 or so. There were also some other indications of a too rich mixture that I won’t go into. Anyway, before pulling rocker covers, up springing valves and so on I’m glad my A&P exhausted other possibilities first.
    5 points
  4. I closed the deal on the 1966 Twin Comanche last Thursday. Today was the official first day of Multi-engine training. I've been up in the PA-30 Twin Comanche a few times lately with a fellow pilot , however, today was technically my first day with a CFI. Two hrs in 95 degree Tennessee heat made for a sweaty cockpit, but I still manage to learn between the sweat drops off my brow. Other than the simulated engine out, the strangest feeling after today's training was getting comfortable with the sight picture on landings. I would not have expected the sight picture to be that much different than the Mooney, but to me that was a challenge. After a few botched landings I finally got the hang of it on the third try. It's a much more aggressive nose down attitude compared to the Mooney approach. We also worked some slow flight, simulated engine out, simulated engine out with gradual turns. Lots to learn, but today was a awesome experience. Also had the pleasure of meeting a fellow Mooniac at Dewitt Spain Airport this afternoon, he was in his new to him 231K. Great looking Mooney. -Tom
    4 points
  5. 1500+ UL TAS at 295-300 knots in the summer, 300-310 in the winter 30-32 GPH at max cruise at FL 270-280 (same power setting that sees 55 gallons an hour on initial climb, but remember how quick we gain altitude) 163 gallon capacity until 17 gallon baggage compartment tank is installed 180 gallons after baggage tank installation Takeoff lift speed 85 Knots Cruise climb 165 knots Rate of climb Almost 4,000’ a minute at sea level, drops on an even curve to about 500’ a minute near 270/280 VNE 274 knots or Mach .57 up high Landing. Over the numbers at 105 knots, land at 80-85 knots Tom
    4 points
  6. Torque is set while moving. IE a properly torqued fastener will take significantly more than rated torque to get it moving again. So you really can’t retorque them. Also If you have studs loosening you can’t just tighten them again. You need to investigate the reason for the loosening and also replace all the studs and through bolts beucause they’ve been overstressed. A friend of mine’s Bonanza had a cylinder work loose but he caught it before it departed the case. He put it back on but less than a year later the engine came apart inflight and he crashed, killing himself and a passenger. I’m not afraid of these engine but loose cylinder hardware is a VERY serious failure and can not be tolerated under any circumstance.
    4 points
  7. OK, time to share the paint and interior. I picked it up from Airframes, Inc. down in Milan Tennessee (Gibson County / KTGC) on Wednesday. Steve (my hangar partner, best friend, and E Model Mooney owner) flew down with me in the Rocket, and flew the Rocket back for me to the U.P. He got off about an hour and 10 minutes before me, flying back at 13k. We agreed to talk on 122.75 once both in the air, but since I was quite a ways behind him, I waited until central Illinois before giving him a call. I asked his location and ETA to KIMT, and he said he was between Rockford, IL and Madison, WI, with 1:12 left to KIMT. I regrettably (well, not really) reported I was 1:07 from IMT and ended up passing him on descent into KIMT. We both had headwinds on the return; well more like serious crosswinds with a slight headwind component. https://flightaware.com/live/flight/N1017L/history/20180523/2050Z/KTGC/KIMT https://flightaware.com/live/flight/N994PT/history/20180523/2215Z/KTGC/KIMT Anyway, back to the plane. The paint scheme is a warped / evolution of the Braveheart logo I've had on my truck for the last 5 years (and have always liked prior to that). Scheme Designers took a concept Steve and I had come up with after he mentioned how the design seemed to have elements of it that looked like the wing structure of the Wright flyer. I wanted a "discrete" design, one that was not real obvious, of this concept. So................this is best described as " A tribute and a Contrast". It's a tribute the first Experimental airplane with the contrast being it's on the side of a 300+ knot Experimental Airplane I built in my garage. It might be corny.....but I love it and my painter liked it as well. The first two pictures are of my truck where the idea came from. The rest are of the plane. These are the first public photos of the completed paint job. You guys are seeing this before my Lancair friends! Hope you like it. Tom
    4 points
  8. Remembering those who selflessly and bravely served our country giving their lives so that we can enjoy all of the freedoms that we hold so dearly.
    3 points
  9. Well Mooneyspace I’ve been on this forum for well over a year now. I was fortune enough to join this community with the purchase of N5612Q from @DrBill late last month. I’m now the proud owner of a 1965 M20E! I know it was hard for Bill to sell this fine machine, but I promise it will continue to live a long and flightful life. @AGL Aviationwith Tamara and Lynn have been incredibly patient, understanding, and helpful to me as a first time owner. I cannot thank them enough and I look forward to future services with them, albeit once a year ideally . @Bob_Belville You are ultimately the one that tied me in with both of these parties, helping me purchase and relocate 5612Q to KMRN for a recommended MSC annual and helping me find a CFI to get my 5 hour check out. I am certainly in your debt for all of your help. Thank you again for everything. @LANCECASPERthanks for the deal on the shock discs those were the largest maintenance item I needed to address. What my annual included: Main shock discs replaced Oversized bushing + sanding and repaint for the nose gear (Looks GREAT) Complied with SB M20-289A Retract rods and idler arms had light corrosion (blasted and painted) New Down lock block UPGRADES: Gem602 upgraded to Insight G2 GPS breaker upped to allow for IFD 440 swap when ready (Avidyne is having a deal with purchase of a 440 you get a Zulu 3 headset included! ) Pictures to follow in ~3 weeks when I pick up the plane. –Jon.
    3 points
  10. From what I've seen him post here, it's simple: lots, high, close-your-eyes high and plenty. Then again, his cruise speed seems to be almost double what Bravo owners post . . .
    3 points
  11. This is a great read. I also talked to Norman in the Mooney Caravan tent last year and he very easily convinced me to change my cruise climb speed from 120 mph to 130 mph for this reason. The science is sound and the numbers are sound. This is not a game changer for my engine. It is a game changer for my time enroute. I already pull the mixture back to the takeoff roll EGTs and at 1000' AGL, I switch the configuration from Vy (or Vx depending on conditions) to 120 mph cruise climb. I used to also drop from 2700 RPM to 2500 RPM at that transition point. Not anymore. Cowl flaps closed and CHTs are at 320 to 350 max anyway (I have a really, really good doghouse). So absolutely no strain on my engine to drop the nose ever so slightly and climb at 130 mph. No change in CHTs and mixture adjusted every two minutes or so for Takeoff EGT numbers. Keep the governor all the way in at 2700 RPM until TOC. From Rockcliffe that puts me well beyond my initial VOR fix and enroute, but it will shave at least 3 minutes off my time for almost any flight.
    3 points
  12. Thank you for your service Jo and all the others who serve and especially those that gave their all. got my Stars and Stripes proudly displayed out front
    2 points
  13. It is always hard kicking them out of the nest for the first time. Student pilot, had soloed a Cherokee with another CFI but he just bought my 231 so I'm doing some training for him. IMG_8716-2.mov
    2 points
  14. I’m looking forward to having my TruTrak AP installed and am more than happy with altitude hold, heading and gpss.
    2 points
  15. Took a beautiful hike to remember the soldiers that died for our freedom!
    2 points
  16. To those that have served, are serving, and will serve....Thank you. Best regards, -a-
    2 points
  17. We were having a wide-ranging chat & that was among the topics, yes. Before buying the JetProp I spoke to Tom about the IVP turbine. I looked carefully at Lancair Evolution and flew a couple of them: Nice compact hot-rods, both beautifully finished, and they approach the performance Tom gets but with a more benign wing and a P&W PT6A-135 instead of a Walter 601. In the event I bought another JetProp. My main reasons were product maturity & insurance availability. Would I like 50 knots faster? Of course!
    2 points
  18. Yes, this would likely do very well if you listed it up for sale on wingswap.com. I'll even place you at the top of the website in the featured category, and post about your plane for sale on WingSwap social media accounts!
    2 points
  19. On the flip side; the footprint for the non-WAAS 530 will accept either a WAAS unit or an IFD 540. The lack of an autopilot would have been a big negative a few years ago, but now we have a couple of great options at reasonable autopilot prices on the horizon. You have a 900 JPI so that's a plus. Important bones stuff like engine, tanks and pucks are all no worry issues. I think list for slightly south of 80 and be willing to take a slightly lower offer. Somewhere in there is my gut. This plane needs a G5/ GFC-500 / and some sort of waas solution (GLD-80/82 would be great) and you've got a top of the line F model. Those who know moonies might take a highly modded F over a J for the benefit of the gear simplicity....
    2 points
  20. The brushes usually out last the alternator. If it is eating the brushes you should look for the cause, like a bad bearing. Aviall has all the parts. You just need to find the part number.
    2 points
  21. I am working with a buddy on his M20E. We are putting in a M20J type instrument panel. I need some information and parts. FYI, I am an ex Mooney Factory Avionics Manager and Production Test pilot (late 80s and early 90s) I currently fly a Lancair 360. Wes
    2 points
  22. Get a set of Halos, then you have one less thing to blame your hair on . . . . In the meantime, please enjoy some good barbecue!
    1 point
  23. I've done flight training the last three days in AZ. We start at 6AM and are done by 10AM. It was 58º yesterday morning and never over 90º by 10AM. But . . . it's a dry heat here.
    1 point
  24. TW, Subtle signs of a high cognitive loading... Practice and training in a new environment sounds like a familiar challenge... Keep reporting your progress. Sounds like a blast! Best regards, -a-
    1 point
  25. I love that. I was once at Udvar Hazy, the Smithsonian air museum at Dulles airport with my kids (high recommend to anyone who has never been!!!), on a day when there was a former flight instructor for the SR71. Nothing specific to say here...but he was very interesting to talk to. My son who is an aeronautical engineering undergrad at Cornell drove the conversation and I mostly listened since I work hard not to step on his toes as he shines - they were talking about the pilot controlled cones in front of the jet engines that slow down the airspeed as it enters the engines so you don't get supersonic flow into the engines or that makes them flame out. I was amazed that it was all lever controlled by the pilot instead of some fancy computer - but yeah - 1960's skunk works, there wouldn't be a computer would there.
    1 point
  26. A former business associate of mine was a retired AF guy who had flown SR-71 out of Beale AFB. He said cruise was busy but boring—take off, hit a tanker, fly to Alaska, hit another tanker, go to Okinawa, etc. He also said, “You’ve never been lost until you’ve been lost at Mach Three.”
    1 point
  27. Last night flight as he's checking off boxes in preparation for the private check ride.
    1 point
  28. I love my Ovation but the cockpit doesn’t have any spare space. Never found an iPad mini mount I liked. Don’t like it where most mounts put it on the yoke. Then I discovered this! No mount needed, in cruise the mini fits snugly between the yoke horns and is propped up by the otherwise obsolete map light knob! Problem solved at least in cruise! Try that on a Cirrus! Sent from my iPhone using Tapatalk
    1 point
  29. When I spoke to them to them at Sun N Fun they said it would be sometime over the summer for the Mooneys. They also said it will not include IAS climbs but will be “available in a couple of years”. So if you are holding out for a digital AP, with IAS climb capability, the immediate offering won’t have that. The same goes for integration with any glass you have. Sent from my iPhone using Tapatalk Pro
    1 point
  30. I should edit “easy”. Nothing seems to be easy anymore.
    1 point
  31. This is the coolest thing I’ve read today!!!!! Sent from my iPhone using Tapatalk
    1 point
  32. Part of it is finding the actual location of the leak in the tank--It's rarely where it appears on the outside. And like any glue or paint job, adherence is all in surface prep, and the devil is there in the details . . . .
    1 point
  33. You gotta consider where I'm coming from with my C: Even your old, slow Rocket would be a huge step up in complexity and performance for many of us here. Your Lancair is simply blistering! While I can share your joy at your air- and groundspeeds, I find your fuel flow to be frightening. Even if it's only 50-odd gph for a couple of hours, that's a full tank, caps to vapor, for me each hour . . . . Keep flying this beautiful plane, and maybe I'll see it for real one day. You certainly have the mission for it!
    1 point
  34. Look at the picture above of @StinkBug‘s plane everything red is wrap. Rudder and ailerones have wrap on them. He has not gone out of control and crashed his plane. I drive by his plane 2X a week and it has no signs of peeling off and it looks great, it works! I have 2 vehicle that I have wrapped. I have held a pressure washer on the wrap and it has not come off or get damaged.
    1 point
  35. I'll agree with both of you. But the evidence seems to suggest that these patch jobs are rarely done right or last very long. I don't know if it's because the job is rushed, the A&P doesn't take the time to do it right or realize how much time it will take? Maybe it's difficult with the limited access through the Mooney access panels, to pinpoint the actual location of the leak? I don't know, but the results don't seem to be as good as they should be if it's truly that simple of a job?
    1 point
  36. Select Aircraft Services in Lancaster TX can rebuild the alternator. Aaron is reasonably priced.
    1 point
  37. Shove it back in to the socket and put some tightly wrapped 0.020 lock wire around it and the socket and it will be good for another 50 years.
    1 point
  38. Really? I beg to differ that there are A&P's capable of repairing this type of fuel leak. It's not rocket science or that difficult, just time consuming.
    1 point
  39. Jon, your nose wheel looks great and Lynn assures me that roll out is going to be a lot less exciting. Happy flying!
    1 point
  40. On Thursday I flew across the Cascades to pick my daughter up for a Memorial Day visit. Landed at 2S5 (Waterville, WA), the closest airport to Daroga State Park where she works. Most of the traffic there is crop dusters. I took her back today. There was a sail plane sitting at the end of the runway waiting for a tow plane to take him back to Ephrata. @adverseyaw I heard you call Seattle Center for your clearance over Wenatchee to Boeing Field as I was about 10 miles out from Waterville. Recognized the 201XG callsign immediately.
    1 point
  41. Yep. Two burned out bulbs behind it. Fixed S. T. Nelson N231JG Just Go
    1 point
  42. Is this what you are talking about?
    1 point
  43. The old school 747-200s had Litton-72 iron gyros and were good for 3T+2. The later Litton-92 were ring laser gyros and although certified to the same standard they were more accurate. But still a ten to 20 mile circle after 12 hours. The -400 with its ADIRU’s we’re always 0.0 after a 16 hour flight.
    1 point
  44. Yes. Jamming and spoofing are two different things. Jamming just interferes with a signal enough that it can no longer be reliably received. This can be done with a noise generator (e.g., a diode), and a power amplifier in the appropriate band, and would be detectable in both GPS and VOR systems. Jamming is basically a Denial of Service attack. Spoofing replaces the desired signal with another signal that provides misdirection. My favorite example of GPS spoofing was this: https://en.wikipedia.org/wiki/Iran–U.S._RQ-170_incident https://theaviationist.com/2016/10/02/iran-unveils-new-ucav-modeled-on-captured-u-s-rq-170-stealth-drone/ Any entity with a capable satellite or, even easier, a high-flying aircraft, can generate a spoofed GPS stream and broadcast it to receivers below. It is very possible that your receiver might not detect or indicate LOI, since a sufficiently spoofed signal will appear authentic. I think having a secondary nav system is critical. Over-reliance on GPS is, imho, a Bad Idea for a number of reasons beyond jamming and spoofing susceptibility.
    1 point
  45. That may be true of planes using inertial nav but what about a GA plane using GPS and is in the clouds on a direct to route? I am not always running the VORs in the background to verify my position. I did have one GPS LOI issue that really bothered me. I was on the RNAV to runway 8 at KLNS when I got the LOI message. It wasn’t a degraded RNAV message (LPV to LNAV), it was a pure you’re SOL message. Fortunately I was running the ILS on the second Aspen as a backup. Sent from my iPad using Tapatalk Pro
    1 point
  46. I absolutely agree with your comments. I would never, ever attempt to sell my plane on this site. Whether it would be Peter Garmin saying I have ancient PFD/MFD technology in my panel, or someone saying that my bladders are 27 years old or someone saying I would have bought a 750 instead of a 650 or that fat women have sat in my plane, it would be an endless barrage of critical comments. Sent from my iPad using Tapatalk Pro
    1 point
  47. I am so excited about this autopilot I became a vendor for them and we will be installing them on 172 /PA28's this month at our shop in Vegas. As soon as the Mooney kit is approved I will be installing it in my J, will give a PIREP, make some videos and it will be available for flight demos. In addition to all the features listed in the posts above the cool thing that really keeps costs down is that it can use a GPS source form pretty much any navigator: 430, 530, 650, 750, 480, 155XL, 250XL, 300XL, IFD550, KLN 89B and more. The Garmin portable units like GPS 395, 396 and all the Garmin Areas will work also. When Mooneys are approved I will post prices / install details in the Vendor section and yes there will be a Mooneyspace discount Sanjeev
    1 point
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