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Showing content with the highest reputation on 11/04/2018 in all areas

  1. We went out for breakfast this morning to Keystone Airpark where there is a bit of history hiding away unless you know how to look for it... There is a small collection of NASA stuff in storage by a small company trying to raise funds for a museum. Its called Dreams of Flight here in Keystone Heights, FL. First stop on the tour was a backstop used by P-47 crews during WW2 when the airfield was builtt- they would use to aim divergence on their guns. The airport tried to get it removed but OSHA came by and did a soil sample and said "no way" with all the lead thats in that bunker. These are the wrenches used to bolt the Shuttle to the launch pad. ....and these are the bolts. Just 8 of them held the SRBs down, and used frangible explosive nuts to detatch at T-0. You can also see brand-new, never used spare window frames for the orbiter in the top of the photo. Consoles used during the Shuttle era: A used set of Michelin tires. Each set was used once and then removed. These came off Discovery during STS-105 in 2001. And here is the pricetag on only ONE of the ELEVEN nitrogen fuel tanks used in the orbiter Now I think this was THE COOLEST part of the tour. This is the front and rear pieces of the Shuttle Simulator. In these seats sat EVERY ASTRONAUT that ever flew a shuttle. Even the fated Columbia and Challenger crews. The little brown boxes, each of those contains one brand-new chute for the top of the SRBs. Never used, spares made and left abandoned by NASA. This big container? Steel and sealed simply bears the stenciled markings "GRUMMAN AEROSPACE CORP BETHPAGE, NY" and just under it: "P/N B91B30001-48 EA OUTBOARD ELEVON R.H" Here is the first airplane in the world to sport wingtips. NASA used this plane to do drag tests which later became norm for commercial airliners and jets All of this stuff was simply being tossed away by NASA. They got word, went down there with a convoy of trucks, and took is all home for free. They are hoping to raise money to build three hangars and display museum buildings to house off this stuff. The pictures above are only a taste of some of the stuff they have. We then left and went for lunch a few miles away at a friends airstrip for some good food: I then tried my hand at the spot landing contest. Other "opponents" were two 182s, a Comanche 250, 172, a RV-4, and two Aeronca Champs (which I think took 1st and 2nd place). I'm still awaiting the results but I think I came damned close. 45488960_2186189764956257_7767842224791879680_n.mp4
    6 points
  2. With a few oddball exceptions, motors run on electricity, while engines run on combustion. I suspect that the shop's insurance company is going to want to prorate the reimbursement to Don for a new engine.
    5 points
  3. With the LASAR mod that moved the oil cooler from the front I have 2 lights in the cowl ('66E). I bought 2 different PAR 46 lamps - a "spot" for landing and a "flood" for taxi.
    3 points
  4. Sorry, not the best quality picture. But I'm getting close to the end with the dual G5 / GFC500 and EDM900 in my C172 project. Let me know if I can help with a similar Mooney panel (CAD, CNC and paint service) and EDM900 supply / trade in deals. I tried using the 900 with the original FQ transmitters. On the ground I thought I had a reasonable calibration line (fairly linear). But in practice, the FQ was useless. I installed CiES transducers with the V out option. This feeds directly into the EDM900 - no black converter box, no JPI up-charge fees etc. I won't ever waste my time with the original transducers again. Aerodon supercub180@gmail.com
    2 points
  5. I'd say paint is always last.
    2 points
  6. I hope that is true in my case, but if not, I am prepared to do what it takes no matter the cost.
    2 points
  7. I'm thinking it really may depend on the insurance company. I'm not sure what the differences are between the insurance a shop would carry and the insurance we carry on our aircraft but I'm sure there is some difference. I once slid on the ice in my car and ran into the prop of my Cirrus SR22 (the prop wasn't spinning). I ended up with a bent blade. The engine and prop both had 1900 hours on them since new. Without going into a whole lot of detail, I ended up claiming it on my car insurance and decided on an engine overhaul from Western Skyways and new prop in lieu of a teardown and inspection and prop repair because of the high time on the engine and prop. The insurance company paid all but approx. $10,000.00 of the entire bill (which was in excess of $69k). I'm sure I wouldn't have been paid that much had I claimed it on my aircraft insurance but the car insurance handled it much differently than the aircraft insurance would have and it benefited me. I'm guessing Don may do a little better based on the fact he's not claiming this through "aircraft insurance". I could be wrong though.
    2 points
  8. Take a yoga class. I’ve been outside for 20 years with a standard Bruce’s cover and plugs. -Robert
    2 points
  9. Exactly. The insurance company is obligated to make him whole again. If he had a 1600 TT engine - they will value that and pay him accordingly. In the case of a prop strike, it requires an engine teardown, there's the labor of removal and install and the cost of shipping and the shop's labor to tear down and inspect the engine. I would assume some but very few parts might be covered. But when it's said and done they owe him an airworthy engine with 1600 hours on it. If an engine is close to TBO it might make sense for someone to take the money for the teardown inspection and go ahead with an overhaul or factory reman, since either way the insurance company is paying for removal and install. Regarding the prop, the insurance may decide to pay for a new prop or in this case a couple of blades since it wasn't running at the time. Of course they will have to pay for any gear doors, sheet metal, misc airframe parts and labor, etc. But, taking all emotion out of it, to think that an insurance company is going to open up their checkbook and replace a 1600 hr engine with a new engine is not reasonable. That would be like someone totaling your 16 year old car and expecting a new one out of it.
    2 points
  10. Here are the pictures of how it looks now.
    2 points
  11. Seriously! Thank goodness for expired fruits in the back of the pantry and fridge that have fermented. Those are practically free.
    2 points
  12. OK, my favorite convince the wife story. You guys may like this: When I started looking for a job I got a visit from Dr. Ryuzo Yanagimachi from the University of Hawaii. It was in his lab that mice were first cloned, and he wanted to hire me to run a cloning center there. My boss told him I could write really quickly, so he thought I could write the grants. Hawaii sounded good to me. Went home and told Mrs. Steingar about it. She said NO. No Hawaii, no way. If I wanted to go I could go myself. She thought she would get island fever. So I told Dr. Yanagimachi I couldn't do it. Got recruited to a large midwestern school. Ever dark, cold winter day I told Mrs. Steingar it was her fault I wasn't in Hawaii! I was pretty miserable. But then a pilot friend started mentoring me, and I realized I had the wherewithal to be a pilot. So I told Mrs. Steingar that I would never mention Hawaii again if she didn't give me a hard time about buying and flying an airplane. She never has, and in case anyone is interested its 25 years last week.
    2 points
  13. I was in that mess yesterday too. I held off two days because of the forecast ice. Yesterday was the first day that showed layers (that should be free of ice) and most tops below 9000'. Worked great until abeam of Elmira airport (about 90 minutes into a 3 hour flight). Tops came to me and I started picking up ice. Plan B = ask lower looking for warmer temperatures and continue on route. If Plan B fails, go to Plan C - ask lower again and direct Elmira (approach to the current runway in use was already loaded) Plan B worked. Down at 5000' (I picked a route where the MEA was mostly 3000' or 3500' feet, all below the forecast icing level) I was now in clag, but temps were +1 and melting of the little bit of ice accumulated thus far. Until Syracuse where you can see the "visible moisture" showing on the Flightaware graphic above. In talking to Wheeler Sack, asked for 3000', and they held me off until a Piedmont flight out of Watertown (north of Syracuse) had passed beneath and behind me. I was on my way down to higher temps when he told me that Montreal Centre (the FIC that controls Canadian airspace north of the New York - Ontario border) would not clear below 4000'. So I stayed at 4000' but the temps were as high as +1 and ice was continuing to dissipate off of the leading edge of the wing. 15 mins later, started collecting more and told Montreal, asking for lower. The switched me over to Ottawa Approach who indicated they understood the problem and let me down to 3000'. But now I had to steer way clear of Ottawa International before I could commence the very easy RNAV approach to Rockcliffe (CYRO = my home drome) that had at least 1200' clear below cloud (easy-peasy). Took a 25 mile detour because of the heavy iron heading into Ottawa (CYOW). Temps varied from -1 to +1 the whole of that part of the approach to the IAF. Ottawa approach had volunteered to allow me to conduct an ILS to one of their runways and then proceed VFR to Rockcliffe (about 8 miles apart) because the tower reported they could see over to Rockcliffe. Rejected. I have a 480 and a G5. Don't need to risk getting messed up in attempting to make it VFR. Set up for the approach - conduct the approach - if missed, go to the alternate already set up. Simple. Then Ottawa Approach suggested an approach to Gatineau (5 miles on the other side of Rockcliffe) because they had higher ceilings than Rockcliffe. Rejected. Same reason. Frankly, if I am unable to make an RNAV approach into 1000' overcast with the equipment I now have on board, I should turn in my license. At the altitude I was flying, icing was no longer an issue. Still had some on the wings, but there was no more accumulation. So they cleared me direct to the IAF, (meaning out of controlled airspace) and reiterated the missed approach procedure and confirmed the procedure to cancel the flight plan in the air or on the ground. By this time, there was at least one approach controller focussed on me as his primary responsibility. I could tell by his voice. Made it to the IAF with no more accumulation of ice and followed the procedure. Five minutes after stabilizing on the RNAV G/S and Loc, I came out of the clag and saw the runway (about 4 miles out). Cancelled the IFR at that point and heard the relief in the voice of the controller. When I got to the gas pumps to fill up, I looked at the ice on the wings and saw they had between 1/4" and 1/2" protruding forward of the leading edge. Apparently my Mooney flies OK with that accumulation. Lessons learned (aren't there always lessons to learn?): Don't do this again. Iffy is still iffy. This was not a dangerous flight, but it could very well have been. Real easy to go south at a lot of points. One degree adverse change in temperature and I would have collected a hockey sock full of ice. Keep options open. Had lots on the US side, and discussed them with Elmira, Syracuse and Wheeler Sack approach controllers - very useful. not so many on the Canadian side and they had a lot more heavy iron to consider than the ones in this part of New York.. The red fluorescent piece of tape on my inboard left wing allowed me to determine accumulation of ice without having to squint. I put that on 6 years ago. Keep the speed up. Icing freezes the stall warning tab in place and ice increases the stall speed of the aircraft. Turn on final at the IAF was done at 120 mph. Drop the gear only after the runway is in sight. OAT on my JPM 700 (put on two years ago) was my primary non-six-pack gauge from north of the PA-NY border. Don't do this again. Iffy is still iffy. (Repetition is a good learning tool) I knew yesterday was possible and I could have stayed one more day in Gaithersburg and flown home today. I also knew the forecasts for today provided a picture of much better flying conditions. Next to non-existent icing predicted for between 4000' and 9000' the whole route home. But I guess I needed to learn the lesson: Iffy is still iffy. I will not do this again.
    2 points
  14. Hi All, I am starting this thread to help those who have made the decision to upgrade their fuel senders to the CiES units and like me are starting to look for information on how to install them. First, thanks to Bob Belville and Terry Heim for agreeing to the CiES mug shots so I could obtain the Oshkosh show prices. Also, thanks to Bob S-50 for confirming my decision to make the purchase. I will be working with Terry to install these in his Mooney and mine. Terry is an IA and I agreed to start sourcing the necessary supplies to do the installs. I am currently looking for suppliers for the wiring, connectors and mounting hardware. The instruction manual does provide specific mil-spec numbers for the wiring. The mounting hardware shows a washer NAS number but I only have a partial description for the sender mounting screws. When I nail down what is needed, I will provide details on the components. My senders will be connected to an O&N Bladder System and a JPI 900. I intend to use them in "frequency" mode (advantage of working with electrical engineers to understand what this means). There are some differences in the installations based on whether your plane requires two or four senders. Terry's plane only has two senders, mine has four. In my installation, the two senders per wing will communicate with each other and the output will go to the JPI. There is also a requirement to calibrate the JPI and I will describe this process as we get to it. Right now, my priority is obtaining the hardware and burning down the fuel in my tanks so I can drain the rest of the fuel and begin the installation. For those of you who have already installed these, please share what you can on what you uncovered during the process.
    1 point
  15. I bought my C 20 years ago and I'm still satisfied that it fills my needs. Every time I look at the cost delta for a few extra knots, it never computes. If I had different needs/requirements, a J might make sense. If I bought a brand new Mooney Ultra, I would love the new plane smell, but it wouldn't do the job appreciably better than my C. Match the plane with the mission.
    1 point
  16. Typically less than 24 hours. They’re pretty good at those basic tests ASAP. They’re professionals at finding cause. -Robert
    1 point
  17. It may come to that and I have contacted them and prepared them to act, but too many cooks in the kitchen spoil the broth. As a Real Estate Broker and Developer during another time in my life, I've negotiated many deals. I'm involved for the time being. Also, my policy doesn't cover loss of value, loss of use (?), loss of income, prorated insurance, and prorated hangar during the down time, so I'm not sure they would go after that for me.
    1 point
  18. If they are leaking fix them, otherwise I would not touch them.
    1 point
  19. I'd go with Matt above, but one that no-one has added yet is tanks - whether it be bladders or re-seal, get them done before paint
    1 point
  20. I'm going to chime with: Panel, Interior, paint. As Paul said, you will use the panel on all flights. Solid, reliable instruments and systems are a must... interior and paint are niceties.
    1 point
  21. You can also read about it here: https://bruceair.wordpress.com/2018/06/26/new-ifr-currency-rules/ I personally find this very helpful. The sim I have access to is harder to hand-fly than my Mooney. Once second of inattention and you are in an unusual attitude. I get plenty of practice with my equipment even on vfr flights, loading approaches, flying coupled approaches with the autopilot, etc. I also get more IFR departures than I get approaches. And I get actual IFR approaches but that don't qualify because I break out too soon. The simulator can add the approaches I need for currency without having to find that perfect mid-IFR practice weather or a safety pilot.
    1 point
  22. Good shops like that who will look after their customers are somewhat rare IMHO. And it will pay off in the long run, to maintain that relationship. Shit happens, and we don't always get 100% compensation. I like your approach.
    1 point
  23. Maybe I'm a bit Vulcan here... but this would only seem true if you spend more time with your airplane while it's on the ground rather than flying it. All I want to do is fly my Mooney. And when flying, I don't see the paint, but I do see and use the panel during every single second of the experience. So to me, nothing is quite as satisfying as a modern panel with all the bells and whistles. I only see the paint, climbing in and out of the plane. Having said that, I'm looking forward to putting a new paint scheme on my Mooney... but not until I've completely run out of other things to do with it.
    1 point
  24. If you’re thinking of new glass that will dictate the order. You don’t want to do the paint first only to have to remove the windscreen retainer and rivet it back in.
    1 point
  25. Logic would call for avionics first but nothing makes you feel better than a nice new paint job on your aircraft!
    1 point
  26. Dave was my dentist before he retired
    1 point
  27. Every takeoff presents the opportunity of a "very bad thing"™ happening two times: just after rotation and during the landing. I did many touch and goes in my Mooney while working on my Instrument Rating; I did two on my Instrument checkride; I've done them before and after, solo, with CFI / CFII and with passengers. But conditions need to be good, no severe crosswinds, no traffic I haven't spotted and not my home field (3200' is kind of short; my original home field was 3000' with trees at both ends, a definite no TnG!). But 5000' is plenty of room; at most commercial fields I could do two or three on each pass down the runway if Tower would agree . . . Other than obstructions and possible distractions, which exist on every takeoff, the only extras to worry about are reaching out with one finger and raising the flaps on rollout (which I usually do anyway), then dropping my hand and cranking the trim wheel. But I usually land with trim very near the Takeoff mark anyway, unless winds are dead calm or I'm high on final. Can't seem to land when the wind isn't blowing . . . .
    1 point
  28. Give a search on the site, we've had a big old discussion about various models and manufacturers a few weeks ago
    1 point
  29. I'm not claiming any more than I'm entitled to claim. Regarding the "engine", I expect to be paid the removal, teardown, replacement, and shipping for the current engine, as if that were what I was going to do. That money will then go towards the new reman engine cost. The time I have on my current engine should not factor into this, except for the "loss of value" claim. The cost to repair the blades is estimated at more than the cost of a new propeller. I expect to be paid for a new propeller. The adjuster has stated in a phone message that the engine teardown cost and damage repair costs have been approved. I was in Kerrville last week training a new purchaser on an Acclaim Ultra and didn't speak with him directly, so I don't know if that included the propeller. I'll find that out this coming week. My other requests haven't been addressed, but it would be wise for them to agree to them. I hope to reach an amiable settlement. Wishful thinking? We'll see.
    1 point
  30. Based on what Don is insinuating- this thread reads like he will receive more than the “fair value” of the 1600hr motor. Of course- that remains to be seen. as for motor vs engine- Thanks for your lesson... here’s something to think about though.... https://engineering.mit.edu/engage/ask-an-engineer/whats-the-difference-between-a-motor-and-an-engine/ next time I push the throttle on my F-135 motor up to afterburner and watch flames come out the back as I head towards the mach, I’ll probably think about this thread. And if an A&P thinks lesser of me for calling a lyc or conti 300hp boxer a motor... then I’ll find a different A&P: one that’s more progressive.... and not such an elitist.
    1 point
  31. David is the number two guy at AAA... a giant wealth of Mooney knowledge... Jimmie is the number one guy... a giant wealth of commercial Mooney knowledge... Start with David... work your way up to Jimmie. When you get that far... you will be sure how the Mooney fits your mission, the costs, and the value... You can have a PPI set up for your acquisition, and some TT to help bring you up to speed and get your new steed home... In the odd event that the Mooney doesn’t fit your desires today... you can be sure that you explored them fully with a visit... You will get the opportunity to put your eyes on the major differences between the body styles and instrument panel options... How does that sound? Best regards, -a-
    1 point
  32. I'll be in Gettysburg, PA. Small airport, no fuel, a few T hangars, all occupied. Harrisburg manages it and they have expansion plans, but who knows for when... Town is nice though!
    1 point
  33. Expect that each plane model has a range of prices... Baseline for a C is near 50... Baseline for a K is near 100... Many new buyers fall in a trap... getting a plane at the bottom of the price range is terrible for a first time buyer with low experience... Add your mechanical experience to the ownership challenge... Then add the lack of experience flying a turbocharged, high altitude, X-country machine... One step at a time, unless flying is the only thing you want to do for the next two years... Eat, sleep, train aviation... It is super challenging to add this much training to an already busy schedule... It isn’t book learning or a weekend course... A new engine for a K is near 50k. You can look that up... @gsxrpilot gave you a good method to go from C to K... follow his lead. I gave you M20C to M20R advice... @Hank gave an excellent review of Life in the C lane. Dr. Dev flys one of the nicest Cs... in case you are wondering if doctors can’t or don’t want to stay in the C lane? Get on the steep learning curve to get what you want. There is no prize for skipping steps. You won’t be happy with yourself... We have a guy that wrote much about his low time experience flying in a high performance Mooney... it is a story about the steep learning curve... @doc_arcadia are you able to travel to Texas to see the plane at AAA? A good conversation with David about M20Cs will help you answer the question if Mooneys are the right plane for you... I had the conversation with David in the late 90s. Bought the M20C in y2k... went back around 2009 for the big version of the M20C... go Ovation...! Took some time off from flying once... learning to fly (again) in a Mooney is not very sensible... flying is difficult enough as it is... Best regards, -a-
    1 point
  34. Whether I keep my tanks full or nearly empty, leave the plane in my hangar or parked outside while on travel and it rains like hell, the results are always the same. In the last 7 years I’ve see a couple of drops of water maybe 5 or 6 times? NON-ISSUE for me. I replace the fuel cap o-rings every annual. Sent from my iPad using Tapatalk
    1 point
  35. Get an LED one from @LANCECASPER and install it yourself in minutes. Worst case scenario, you have to remove the lower cowl to get installed. Installing the light will still just take a couple of minutes... the cowl might take longer.
    1 point
  36. Maybe so, but also half the alcohol content!
    1 point
  37. José, This is called nonconvective LLWS. It's a form of vertical speed shear and has nothing to do with convection or thunderstorms or the horizontal shear you may be referring to. This is not something that the Terminal Doppler Weather Radar (TDWR) can track like it can with wind shear due to thunderstorms, microbursts, gust fronts and outflow boundaries. I helped develop some of the software for these Doppler radars decades ago in association with Lincoln Labs. The catalyst is a temperature inversion like you see below on this Skew-T log (p) diagram for KLAW. Notice the winds (shown on the right) rapidly increase with height (that's the vertical speed shear component). It's also called a low-level jet maximum. Essentially what happens is that the clear skies and relatively calm winds at the surface will allow radiative cooling to occur. This cools the air near the surface of the earth creating a nocturnal temperature inversion (in this case). That inversion causes the winds to decouple from surface friction and allows them to freely accelerate just above the surface creating the maximum winds you see shown here (very easy to forecast). Given the strong inversion, this prevents atmospheric mixing from occurring creating smooth (non-turbulent) conditions. This is something that isn't taught in primary training and most pilots see it and think of it as a forecast for turbulence. It is not.
    1 point
  38. g5 can be set to work as an HSI so it'll replace a dg and a cdi
    1 point
  39. “Big deal” is subjective. Mooney’s climb just fine full flaps under most circumstances. I have never come anywhere close to a departure stall in my F model during a touch and go...whether I raise flaps or climb with full flaps. I do touch and gos regularly because I think it sharpens my skill set. I also practice aborted takeoffs, go arounds, power off 180 returns to base and more. Many on this board would see it as cowboy behavior but I have gotten to know my airplane quite well. I’m not saying it’s for everyone, but I don’t think flying an auto pilot cross country every month or so and a flight review every two years is a recipe for currency or stick and rudder competence.
    1 point
  40. My own record was 0.502, but that was a guy who "diligently" worked on building up a tolerance
    1 point
  41. Flight home from work this evening.
    1 point
  42. I said it before, and will say it again ..... @mike_elliott and @Seth we really should invite Scott to speak/lecture at the next Mooney Summit!
    1 point
  43. Top half is a refurbished original using Bruce’s technique. Bottom half is his Spatial Designs panel. Sent from my iPad using Tapatalk Pro
    1 point
  44. I'm gonna talk to the FF guys about this... if the Mini is phased out... we really need the full functionality on the iPhones.
    1 point
  45. sounds like an episode of Airplane Repo.
    1 point
  46. I'll take this new thread as an opportunity to make a preliminary report on the installation of CiES senders in my M20E with new 64 (2 x 32) gallon bladders. The O&N (now Griggs) STC only allows for 1 sender per wing so with the 4th cell installed outboard of the 3 cells in each wing, and consider the wing dihedral I expected that the sensor, which is in the cell nearest the cabin, would not sense the top gallons. In fact it appears that on the first flight since installation the sensor reported "full" until about 6 gallons had been used. I'm interested in gathering more data but if that holds up and it turn out that the senders are accurate from empty up to 26 gallons per side I will be well satisfied. For those of you using a JPI EDM 930 (900?) I'll report that I was pleasantly surprised that the updated EDM now displays "Fuel Remaining" which is based upon FF data. That is right beside the fuel quantity display which is based on sensor data. Nice. (My EDM is now firmware rev 1.20.532.001)
    1 point
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