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Showing content with the highest reputation on 08/01/2018 in all areas

  1. @Dream to fly check your PMs in a few minutes. I installed a 430W myself and I’ll walk you trough the paperwork you need.
    5 points
  2. I kind of like the Philips because the slotted ones are more prone to the screwdriver slipping and scratching the paint; even if you are careful your MX might not always be... (says the guy with slotted fasteners and scratched paint).
    4 points
  3. Yeah I had one of those in 4BE and may start keeping one in the plane as a backup (the EDM-700, soon to be a -730, has a volt meter, but again, it's in Marana). Along with a handheld, PTT switch, headset adapter, external antenna hookup, flare gun, parachute, a .45 automatic, (2) boxes of ammunition, four days' concentrated emergency rations, antibiotics, morphine, vitamin pills, pep pills, sleeping pills, tranquilizer pills, a miniature combination Russian phrase book and Bible, $100 in rubles, $100 in gold, 9 packs of chewing gum, prophylactics, lipsticks, and nylon stockings... Sent from my iPhone using Tapatalk
    4 points
  4. Check her for meth. Your girl acting Cra-Cra... Glad you got down O.K. Well done.
    4 points
  5. Given that I tell them you don’t want to take ownership of the plane, I make up a bill of sale, give them the plane, they may be able to recoup some of the 8k .
    4 points
  6. The rubber covers for these switches tear over the years. These can be purchased form online electronics suppliers such as DigiKey, Mouser and Allied Electronics. Here are the P/N’s you will need:Short boot for push button - Tyco P/N 1825615-1Long boot for toggle switch - Tyco P/N 1825609-1Each cover is between $4 and $7.
    3 points
  7. Paul, I know this is a somewhat older thread, but I did a presentation at AirVenture this past week that discussed this change to the SiriusXM (SXM) radar. My response is not directed at you in particular, but someone who attended my presentation asked me to comment here... This "twice as fast" catch phrase as SXM is using affects both lightning and the composite reflectivity mosaic. Just as a refresher, composite reflectivity examines the base reflectivity (dBZ, where Z is the reflectivity parameter) from every elevation scan in the volume coverage pattern (VCP). It then extracts the highest dBZ in each column over the radar coverage region. That could have been from the lowest base reflectivity elevation angle (lowest tilt) or the base reflectivity from one of the higher elevation angles. As I discussed in my presentation at AirVenture, the term "base" does not mean lowest as most pilots assume...every elevation angle has a base reflectivity product. To create a mosaic, the composite reflectivity from each radar site must be stitched together (there can be some nasty assumptions here with this process). As you might imagine, the WDR-88D NEXRAD Doppler radars are asynchronous. That is, one radar site may be scanning the atmosphere on the lowest elevation angle while a neighboring radar site may be scanning the atmosphere on the 4th elevation angle. There are many different scanning strategies depending on the type of weather expected in the area (severe, drizzle, snow, etc). Nevertheless, TWC (SXM's provider) doesn't care about the asynchronous aspect of the radars. They simply grab the last known complete base reflectivity scan from whatever elevation angle and count backwards in time from there until they've grabbed an entire "volume scan's" worth of data. For example, if the radar just completed the 4th elevation angle, they grab the base reflectivity from that scan and go back to elevation 3, 2, 1, 14, 13, ..., 7, 6, 5 to grab the base reflectivity from those scans. Perhaps a neighboring radar was finished the 7th elevation angle, they would grab 7, 6, 5, 4, 3, 2, 1, 14, 13, ..., 9, 8 and so on. In this case I'm assuming that every radar has 14 elevation angles per volume coverage pattern which is not always the case. So to get the twice as fast updates, they simply schedule this process above every 2.5 minutes. They could do it once a minute. But, both FIS-B and SXM are highly bandwidth challenged...you can only put so much data in the small pipe...and it has to be scheduled accordingly. Of course, any particular pixel you see on your display could have been from the oldest elevation scan or the newest. And yes there are delays in processing and uplink/downlink that occur. For lightning. At a scheduled time, TWC pulls all data collected in past 2 minutes and puts it into a file, which is then queued for SXM broadcast. Add 10 seconds of processing and queuing. All said, the lightning data a pilot would see could be anywhere from 25 sec to 2 min 55 sec old at reception in the cockpit. The age (I call this the virtual age) you see on some displays is based on the time of reception and not the age of the product. The natural age of the product varies as stated above. Of course, there could be other delays. For example, the software vendor could choose to hold that data for a period of time before displaying it (why that happens is a whole different discussion). Once received, you stare at that data for another 2.5 minutes until a new set of data is received. Therefore, moments before the next update is received, the lightning could be 2 min 55 sec to 5 min 25 sec old (although the "age" in the display may only say 2 or 3 minutes). Same is true of the radar mosaic. The faster refresh rate cuts down that stare time from 5 minutes to 2.5 minutes. The virtual age is based on the time of reception...once again, this could have been from the oldest elevation scan or the newest (you don't know). In a perfect world, the average natural age of the radar mosaic is 3.5 to 5 minutes old and then you stare at that image for 2.5 minutes now instead of 5. Also important to understand is that this radar mosaic is highly filtered. It's designed to show only those returns that come from actual hydrometeors. They attempt to filter out ground clutter and anomalous propagation, but sometimes it does get through. And in the worst case scenario, they can add a manual gross filter in a region where precipitation is highly unlikely where it filters out ALL returns...so if they fail to remove it in a timely manner, I've have seen them filter out real precipitation returns...even severe storms in some cases. It happens more often than they want to admit. That's why I always have lightning (and storm tracks) turned on...it's not part of that gross filter. By the way, the NWS is experimenting with lowering the lowest elevation angles for some radar sites. The lowest elevation angle is 0.5 degrees. This test will include dropping the lowest elevation to -0.2, 0 and +0.2 degrees. Since December 2017, the radar in San Francisco has already been operating at +0.2 degrees (MUX). Sorry for the length of this response, but I hope this helps clear a few things up...
    3 points
  8. I removed the spring loaded door. I like to see the breakers they are part of the plane and do not need to be hidden. However, I am an electrical engineer so I like those kind of things.
    3 points
  9. chrixxer just heard your atc conversation from the Burbank incident, have to say you were incredibly composed and calm, way to handle it.
    3 points
  10. Just get your A&P to generate a 337 that says installed 530 per STC whatever and site the Garmin STC number on the form. The 337 will go to Oklahoma because its using FAA approved data. Then your A&P makes a log book entry and signs. Get a copy of the flight manual supplement and keep it in your airplane. You should be good to go.
    3 points
  11. The Mooney Caravan leadership made a great call to hold the Caravan due to low ceilings and visibility on Saturday. They have established a set of go/no go weather minimums and were never presented with a weather window that met this criteria. Sunday early afternoon the weather improved greatly and all 62 Mooneys were lead safely to the North 40. Hats off to the Mooney Caravan Flight Ops and safety team.
    3 points
  12. Send me an email and I will get the docs out to you asap
    3 points
  13. No, the lowest fuel level a dipstick will measure is about 5-8 gallons, so there's no point draining the tank. Just use enough fuel so there's no fuel under the inlet. Then start adding one gallon at a time, making note of the location on the dipstick until you get to a known volume on the tank (either the tab or the filler neck). Then you work your way backwards from there to connect each mark with the known quantity.
    2 points
  14. Did you have a good pre-buy inspection on both of these aircraft? Because you have had more problems with airplanes in the past month than I've had in over 20 years and 12,000 hours of flying, including 3 years full time as a ferry pilot and 8 years of aircraft ownership. And working 6 years in a shop. All of it. An alternator failure is not an emergency in VFR conditions. Going through the POH or the checklist will direct you to check the circuit breakers and if necessary, pull and reset the field breaker to reset the crowbar circuit in the voltage regulator. I've only had to say this 3 times in my entire career, but I think some sort of safety stand-down is in order for you. The other two pilots are dead. i think you are next. Luck and hope are not strategies. You need to get a handle on this, and its not all the machine here. You have had two outright complete power loss events and both, for one thing, have dubious fuel states. And neither was solved. So nothing can be applied here to learn from.
    2 points
  15. Com'on Paul....Gotta give the guy credit for having the balls to admit he didn't have a clue......Ballsy , even for a Jersey guy...
    2 points
  16. Yeah, I'm hoping the next "chapter" is simply: "And they lived happily ever after." With a prologue... "When he landed at Kerrville, the broker was already there, waiting for him. 'She's going to a good home,' she said, as he gave the blue cowling one last pat of affection. Eyes threatening to leak, he turned away from the old bird, and started walking towards the factory complex across the tarmac, where his new Acclaim Ultra II was being rolled out. A grin started to spread across his face as he saw the three bladed prop emerge into the sunlight. 'Mooney Zoom!'" Sent from my iPhone using Tapatalk
    2 points
  17. Thanks for saying! I'm a lawyer actually. Aviation and other litigation matters. I'm looking forward to some successes too ... and learning everything I can from what's gone before. (I'm still processing...) Sent from my iPhone using Tapatalk
    2 points
  18. But--hard to open can also mean "installed crooked," or lots of water in the tank after a hard rain.
    2 points
  19. IO550.... smooooooth... Balanced injectors.... expect Gami spread of .1 or 0... Dynamicaly balanced prop... doesn’t get any smoother... 310 hp... even better... See if we can get some variable ignition timing... Best regards, -a-
    2 points
  20. IIRC, you have to be careful not to over torque it when you screw it back in.
    2 points
  21. Geez @chrixxer! You should buy a lottery ticket at this point! Glad you're down successfully and safe! Oh god, that's one of my pet peeves when people say that.
    2 points
  22. Just wanted to say it was awesome meeting everyone at Oshkosh, and if I was unable to meet you, hopefully I can at the next mooney meet up if its anywhere along the western US! Oshkosh proved to be very fruitful, and I'm happy WingSwap was able to make it. A little bit of info about the company I'm happy to report, only been open three months but every month I've doubled in traffic! Wanted to thank you all for the support! Jesse
    2 points
  23. Sure they do cost more, but they are very efficient as well. I regularly go 175kts on 13gph, and can throttle back from there... Sent from my iPhone using Tapatalk
    2 points
  24. With all that fuel flowing around I'd be careful with those flames off the nose. Glad you got it sorted out.
    2 points
  25. You need to love this site, the members and the vendors that monitor and respond to request, questions and comments. MS is a great resource to the community of Mooney owners.
    2 points
  26. You might consider having your avionics guy put an adaptor plug in the panel tying into an antenna for your handheld. Probably overkill, but that extra range might look good some day off in the future.
    2 points
  27. Get the FuelHawk Universal dipstick and follow the calibration instructions. I did it filling 2 gallons at a time on two different occasions before making marks with a sharpie on the stick and noting the gallons. It is accurate to within about a half gallon. http://www.aircraftspruce.com/catalog/pspages/fuelhawkuniv16.php
    1 point
  28. Thought I would share an update. Got to meet Hunter in person. Invited him over from KCGE for some burgers and he took me up on it. I knew Hunter was a younger guy but I didn’t know he was a Lear pilot and a CFII to boot. Funny sometimes how your perception and reality differ. Got a good chance to look over his J. He has some work ahead of him, but the plane looks solid and I am glad to see another one brought back from the grasp of our friendly neighborhood Sanford. Sent from my iPad using Tapatalk Pro
    1 point
  29. Hahahahah.... some people are just to ignorant to even know to be embarrassed.
    1 point
  30. this beauty is for sale.. 12.6gph 179 kts TAS 8K
    1 point
  31. When the chips are down I can only hope to be as cool and collected as our valiant OP. I do feel his pain, my own radios are playing host to a small tribe of gremlins which are playing hob with my ability to communicate. I've had light gun signals more than once. Nice to know I can see the things.
    1 point
  32. Chrixxer has ‘composed’ as a core skill! Logical writing throughout a stressful expensive ordeal... Way to go Chrixxer! Does all this calm under pressure come from a stressful work environment? Policeman, Fireman, full time father of eight teenage children? (PP guesses only, not a therapist..) congrats on the past few steps, looking forward to the successful next steps! Best regards, -a-
    1 point
  33. In my opinion to be successful in GA ownership you need to develop relationships. You cannot do this alone. You need a trusted A&P and avionics shop. If you install a 530 and then go looking for a shop to bless it things are not going to end well. If you are successful at this folks will go the extra mile to help you out.
    1 point
  34. Just wanted to thank everyone for their input; most appreciated! After I sort this out, I'll post back...who knows, it may well be more than one thing responsible for my high oil temps and having to climb at reduced power to keep my CHTs under 400....fuel flow was a thought, but timing, baffling, vernathrem, plugged oil cooler...
    1 point
  35. I'm not an AZ lawyer but there's probably a lien on the aircraft ... OP, have you tried talking to the airport folks? They may be sympathetic, willing to wipe some or all the fines to free up a tiedown or at least get rid of an eyesore... As long as they know you're working on getting it gone. Sent from my iPhone using Tapatalk
    1 point
  36. HAHA, I thought I recognized that voice! I departed OSH on Wednesday before you came in. Looking forward to seeing you guys at the Summit. Cheers, Dan
    1 point
  37. Call Griggs Aircraft speak to Ruthie. She has the information you are asking for. Sent from my E6810 using Tapatalk
    1 point
  38. Some random pilot says that his plane is out on the ramp somewhere and he needs JET-A. Maybe it's this one? The color of death. That doesn't look quite like 100LL Did you know it takes a loooooong time to drain 90 GAL of contaminated fuel? Sample after draining a few buckets of fuel. After flushing all the tanks... that's what 100LL is supposed to look like!
    1 point
  39. I've flown with a deferred autopilot, definitely not a fun day. I also made sure that Dispatch and Maintenance Control knew that after 6 or 7 hours of duty time, we would be fatigued. If they wanted us to keep flying after that, they'd have to swap us into an airplane that had a working autopilot. Guess what- they found us another airplane. 14 hour duty day, 7.5 hours flight time, 6 legs. Makes me tired just thinking about having to do that again.
    1 point
  40. Welcome to ownership. It was a lot easier to throw the keys at the FBO desk and say “it’s running rough” isn’t it?
    1 point
  41. If you are flying a lot of cross country stuff like gsxrpilot, I think Savvy would make a lot of sense. Having someone knowledgeable to help in an AOG situation would be invaluable.
    1 point
  42. The numbers look OK, but the partner situation is something to look at very carefully. Partnerships are kind of like a marriage without the benefits of sex. Not only do you have to worry about compatibility about when to make improvements, whether to delay some maintenance items, etc., you also have to worry about how the others are treating the engine. In a 231, this is very important. I'm not saying it is a bad deal; but it could turn bad quickly. If you had the money to buy the others out at most anytime, and a contract about how to do it, it might be a little more palatable. Are the tanks seeping/leaking. Just because a certain time has passed, does not mean they will need sealing at any particular time.
    1 point
  43. Looks like a fine plane. Bought my 231 this year and can't be happier. Like you I was renting prior to that. Engine management on a 231 is critical. It'll be important that all the partners understand this intimately and fly the plane accordingly. If that's met, with 3 partners you'll also fly it enough which is key in keeping the engine happy. The more it's flown, the better. I might consider upgrading the JPI 700 for a JPI 830. This has data download capabilities which - when uploaded to Savvyanalysis.com - will really help monitoring how all partners are flying the plane. (I wouldn't let anyone who's not specifically familiar with 231 operations touch my plane - no matter how experienced). http://www.aircraftspruce.com/pages/in/enginemonitors_jpi_edm830/jpi730830upgrade.php You're on Mooneyspace, which is good. I continue to learn a ton here as a new owner. Many very helpful folk around. Lastly, get proper transition training for all partners. Consider one of the MAPA courses. http://www.mapasafety.com/proficiency
    1 point
  44. Why are you people so quick to drain the tanks? Waste all that Jet-A and 100 LL to flush it? Doesn’t it seem more logical to swap the Lycoming for a Pratt & Whitney? Before going to the trouble of draining tanks! Hang a PT6A on it and he'd have one serious Mooney! Think outside the box people!
    1 point
  45. Yep, thanks. I had just found it.
    1 point
  46. Remove the extra s at the end. http://weatherspork.com/ its Scott Dennstaedt's site
    1 point
  47. Anthony I think that's what Paul (gsxrpilot) is worried about.
    1 point
  48. I carry a little extra altitude with my CPL (training) PO 180s only because once I have the runway made I can loose altitude with full flaps and speed brakes to hit my spot. The last maneuver I have to master is eights-on-pylons then I can take my practical.
    1 point
  49. I did this myself with the total cost probably under $100 bucks including the powdercoat. It did take considerable time in the machine shop and a decent amount of test fit, adjust, test fit.... But it's not very expensive if you take out the labor.
    1 point
  50. The best value can often be found in an aircraft where someone else has already done all the upgrading. Avionics depreciate rapidly so letting someone else do a lot of the upgrades makes good financial sense and some real values can be found if you wait and shop for the right aircraft. My panel and auto pilot was professionally installed by Aerotronics of Billings Montana at a cost of approximately three times the aircrafts value. But when it came time to sell it, I was able to buy it for only marginally over the typical hull value.
    1 point
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