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Showing content with the highest reputation on 11/08/2018 in all areas

  1. Thank you for all the input you gave me on my dilemma on curing the inadequacies of the value guides. I think this is what I am going to do. Please let me know if you think I am on the right path. I am going to use my old MAPA format but instead of talking about a certain topic each month, I will just give some general information about buying, selling and pricing/appraising Mooneys. I will separate the data by model (pre-201, M20J, M20K, etc...). I am going to give it away in a PDF format. The only requirement I will have of the donee is that I get his or her name, valid e
    9 points
  2. Small ridges, unlikely. Control surfaces not put back exactly how they were removed, very likely.
    7 points
  3. After the emergency landing at Pt. Mugu NAS in early July (caused by a piece of ram air door gasket that found its way into the fuel servo throttle body) and a somewhat eventful reposition flight over to CMA ... The high fuel pressure issue was conquered, an "early" (which ultimately become a "timely") annual was performed, a bunch of crusty old stuff (magneto harness, p-leads, etc) was swapped out, and everything checks out (though a capacitor on one of the IRAN'd mags did fail just as I was about to pick it up, a couple of weeks ago; went back to Aero Accessories to be addressed). The l
    5 points
  4. I worked for Power Flow during and after college (1998-2001), just as the company was getting started. I did a lot of test flying on their C172, 177, and Piper exhaust systems. I assure you there was a noticeable increase in performance on the O-320 and O-360 powered airplanes. We flew hundreds of hours testing different exhaust configurations, and even more to ensure the FAA STC requirements were met. We strived to provide a quality and reliable product. Of all the test flights I flew, I can assure you that when compared to the stock exhaust system, there was more power on takeoff with
    4 points
  5. Nothing slows a Mooney down quite like poor rigging. And no one seems to be able to coax as much speed out of a good rigging job as Don Maxwell.
    3 points
  6. It's a heart-wrenching decision but we are selling our rare M20D, one of only three still flying. She's in amazing shape and just passed her last annual with no squawks and a new interior. She's ADSB compliant with a new Stratus transponder. We've created a blog site with all the information, price, and lots of pictures and stories. Hoping she goes to a new owner that appreciates and will maintiain her rarity. https://fixedgearmooney.blogspot.com -Sven
    2 points
  7. There's a spring in there? Mine feels like it's just the weight of the vane. Now that I think about it, if you're not stalled, the wind should actually be blowing down on the vane anyway, so there shouldn't need to be a spring in there, right? Also, when you rotate the plane on takeoff, the stall warning would only go off if you were rolling with the wings at an angle greater than the critical AOA. Given how much I remember the nose is pitched up in level slow flight with flaps down, I can't say I ever remember rotating that much on takeoff, so I think that would be a pretty dramatic
    2 points
  8. The P/W PT-6 I fly allows up to 10 hours of flight with Avgas. Temps run hotter so you have to keep an eye on that.
    2 points
  9. Kevin Kammer from Mooney told me he test flies the new planes at 3100# and 45" CG. I was curious about whether the G1000 stall warning alerted faster than the beeper, and he said they are tied to the same switch. I had incorrectly assumed "Bitchin' Betty" was hard coded to an airspeed level somewhere in the G1000. My M20TN probably flies very similarly to your Bravo (just faster and using less fuel, LOL). He asked me to duplicate his method, so, power off: at 3100# and 45" i got the following: Stall Warning clean: 73 Stall Buffet clean: 65 Stall Warning Land
    2 points
  10. Here is a picture from behind my panel, throttle cable hole being on the right. 3/4” isn’t going to work in my airplane. Hopefully this will help others get the correct cable for their airplane in the future, it really is true that every one of these airplanes are different!
    2 points
  11. Many gas turbine engines specifically allow the use of 100LL and/or unleaded gasoline. In fact the P2V had both piston engines and jet engines, all of which ran on Avgas. Our EC135 helicopter has Turbomeca Arrius 2B1 engines. They allow a good number of hours using 100LL avgas without restrictions or overhaul requirements.
    2 points
  12. I use Micro-Mesh regularly. Some thoughts: a) Removal of scratches requires significant sanding down of the plastic surface to a depth below all scratches. b) Sanding needs to be done in an organized manner, over a wide area. Optical clarity requires a uniform surface, without low spots. c) The finer grit papers need to be used far more than it at first seems, as you need to remove all the micro scratches you just put there with the previous sanding. d) Use a lot of water as you sand. e) I use a BluePoint 3 inch buffer (snap-on) with wool pad and "Flitz" (the metal
    2 points
  13. Answers, based on my experiences... 1. Although you can reuse your EGT, CHT, and voltage, JPI will recommend against it, as your CHT and EGT probes get brittle over time due to heat. They may work for weeks, months, years, or not at all. I recommend spend a few extra $$ and replace them at the time you change out the Moritz cluster to the EDM-900. As part of the 900 kit, you'll receive a new voltage harness anyway. 2. There's no need to purchase and install an EI or any other tach. Once you or your shop purchases the instrument, JPI will set 2700RPM as the redline (along with oth
    2 points
  14. Don't forget that starter duty cycle regardless of the starting procedure used.
    2 points
  15. One thing nobody is mentioning is exhaust entering through the belly panels and wheel wells. Any gaps or wrinkles in the belly skins can let exhaust into the belly then up behind the upholstery and into the cabin. Also check your rat socks in the wheel wells. They are actually there to keep exhaust out of the plane not rats.
    2 points
  16. Monday the 12th ? If so I can pick you up at TUS and take you to AVQ.
    2 points
  17. Although I'm not sure of other possibilities, I'd bet that you do have an exhaust valve guide that is going bad. A careful borescope exam of the exhaust valve faces should tell you which one it is. It's happened to me twice so far. The times on the cylinders may not correlate with which one is the offender. In one of my cases, there was also a hiss at the exhaust when pulling the prop through the compression stroke for that cylinder. The leak was also audible at subsequent static compression check, but the compression number was still in the 70s. In the other case, the compression
    2 points
  18. Just ordered the Sensorcon, thanks for this. Glad Frozen flying made it down safely.
    2 points
  19. I'd follow Jose's list, and also fly a 3 TRACK airspeed calibration test flight for a couple different power settings in smooth air, noting your indicated airspeed, altitude, barometric pressure, and temperature. On the ground, follow your POH corrections to get calibrated airspeed, then calculate true airspeed given the test conditions. Then use the 3 stabilized ground speeds from the three different tracks and an online TAS calculator to get your real TAS. Then you'll know if you have an indication problem or a real problem. Flying tracks is crucial here...not headings. Set OBS mode o
    2 points
  20. The heat shroud around the muffler should be removed every annual and the muffler should be inspected. Preferably under low pressure and soap and water looking for bubbles. No need for cutting. A Sensorcon or other similar low level detector is a good tool to catch an impending muffler failure. I test the heater for CO on every flight by holding the Sensorcon in front of the heat vent and look for changes with it on and off. @Frozen Flying I'm glad my little field trip encourage you to get a detector and saved you from a similar (or worse) fate. Thanks for sharing! Cheers,
    2 points
  21. Just go with the 900 and get rid of multiple other gauges cluttering up your panel. I got rid of Tach, MP, Fuel levels, Fuel Pressure, Oil Pressure, Oil Temp, Amps, EI 4 cyl egt cht, and fuel flow. It is worth the extra $1000. From what I understand is you are not really getting two different (redundant readings) by keeping your old gauge (you would be getting two readings of the same thing on two different gauges. Just a PP opinion only I am certainly NOT the expert. Tell the shop to hold for a day or so and make a good decision (JPI should not have a problem with returning the 830 for a
    2 points
  22. My fuel servo has slowed mine down considerably over the past 3 weeks.... Top speed has been 10-15 ktas, behind a tug, back and forth from the mechanics hangar and mine.
    2 points
  23. Here are the pictures of how it looks now.
    2 points
  24. Meant to post this Sunday. It was a bumpy day down low in Oklahoma but still a beautiful day to fly. Caught a video of my final approach into my home airport KGOK (Guthrie, OK).
    2 points
  25. I think a cheeseburger is about $50 in Vail so $165 for a hangar doesn't sound all that bad.
    1 point
  26. Ah sorry mine’s not that fancy. Just an annoying buzzer that can be confused one for the other.
    1 point
  27. Lets say the MP decrease by removing your ram air was on the top end maybe even .3" can that equate for a knot or two? Then add the difference in the ARI mod vs your new mod could that be a knot or so? Then add small weight balance change, small airflow changes with paint, small rigging differences from before and after paint another knot or two? What I am suggesting (based on everything you have looked at already and how well you know your plane) is that it is not one change that has potentially impacted your speed.
    1 point
  28. Wayne, upon further review... The graph that shows up is simplified... When you click on it, the data and time have all the details... the seconds are appended on, giving better detail... Find another flight’s data... Try to find one where the chts start at OAT. You should be able to see signatures of the engine start, leaning for taxi, run-up, departure, climb, leaning for cruise, cruise, descent, etc.... You might take notes if you are really new to this... time at each time you touch the knobs, and why... get a really good hour long flight that has al
    1 point
  29. I redid the panel on the E. It’s done, but here are some pictures from the process... I don’t have an “after” yet. Didn’t think of it. Anyway, added a second G5 and put a used GTN and a Trig TT22. I used a CNC setup with my Dewalt router to cut the panels BTW. Also put in the electric step mod. Anyway if anybody needs some Brittain vacuum servos and an LS-2 gyro I’ll be selling.
    1 point
  30. I would have tried a hot start: throttle open 1/4", mixture cutoff, crank. If it didn't start within about 5 seconds or so I would: stop cranking, mixture full rich, throttle 1/4", boost pump for about 1 second (just long enough to establish pressure), mixture cutoff, crank.
    1 point
  31. See if you can get an E’s POH from 1977... Lots more data between its covers... I bought two manuals for my C... one for 65, to be legal... one from 77 to have the data... Worst case... you can always compare against the J’s POH... if you can’t beat that we have some searching to do... I got the POH recommendation direct from Bill Wheat by telephone... in Y2K... I had no idea who Bill was at the time. I do now. Best regards, -a-
    1 point
  32. Lots of ideas regarding friction being covered... The other half of the speed equation is power generation... Anything standing out related to changes in MP, rpm, FF, engine airflow/filter... Any changes in raw EGT numbers since the new cowl / air intake was installed? PP guesses only, hoping to ignite an idea in somebody else’s mind maybe... Best regards, -a-
    1 point
  33. Wb, Check in with Rob... @takair http://flightenhancements.com/index.html Best regards, -a-
    1 point
  34. You’re hot start procedure is actually a flooded start. Hot start you leaving throttle where it was.
    1 point
  35. Learn something new every day, the picture makes it look like it had been cut open so I assumed wrong...
    1 point
  36. We have an old Filter Queen vacuum cleaner in the shop dedicated to pressure checking exhaust systems. Everyone should should be having this done during their annual. Clarence
    1 point
  37. Put a sheet of saran wrap on one side of the RTV and this will allow removal and reuse of the seal.
    1 point
  38. FYI, my fuel pressure is right in the middle of the green arc. The combination to get there was: Sending the fuel servo back to Precision and having it adjusted; and Using the fuel pump part no. 07-00705 from AircraftSpruce (even though the description also includes the dreaded "62B26931"). Hope this helps someone. It is possible to get a proper fuel pressure setting!
    1 point
  39. Aka a "bridge". I think this is closest to what Brice is asking for, if I understand correctly.
    1 point
  40. Is your POH stall speed given as KIAS or KCAS? If with just you and a CFI it is actually stalling 3-4kts above what stall speed should be at MGW then you have an indicator issue. I'm inclined to believe the stall horn. It is activated when airflow reverses direction over the vane. It does not mean the wing has stalled, but it does indicate that the wing is near critical AOA. If it stalls at 61-62, at what speed does the horn first sound? My horse sense tells me there may be both indicator and technique issues at play. I fly a much lighter medium body and I break ground around 70
    1 point
  41. Eric, presumably the ailerons were put back on exactly as they were taken off, at the hinges, without changing the rigging. There is a definite possibility that the trailing edges of the control surface were changed. Lynn and I are in the process of re-tweaking them. Ball is centered in cruise.
    1 point
  42. The first step, and maybe you've don this, is go over close to the wifi location and see if you can get online with a phone or laptop there. If you can, because it's an open network, the next step is to just extend the range with an antenna and router to your hangar. I'm about to do this at my hangar as well. We have free wifi in the FBO building. But it's just a bit too far for me to reach from my hangar. I'll be happy to send a parts list and instructions once I get mine done.
    1 point
  43. Don’t mean to question it but 1/16” sounds excessive to the point of damn near impossible for trim coats. That said, don’t overthink this. While the flow is technically laminar in this section of the wing, there is still a boundary layer (where the flow goes from freestream velocity to zero) that should be thicker than the paint surface discontinuity. It would take some calculation to determine the thickness of the boundary layer for various conditions but really isn’t necessary. You ever notice the rivets go from countersunk to universal as you move down the wing chord? It’s because the he
    1 point
  44. Reached a couple of milestones today. Flew down to LVK to celebrate reaching 60 years young with my wife and family. And started the first page of my second log book having filled my first . Heading south we were gifted with 185mph ground speed even though only at 2450 and 22mp. Had to pay for it on return trip giving as low as 120mph in a pretty stiff headwind and as we got closer to home and reached the local hills the ride got pretty bumpy. Couple of approaches to very smooth landings made for a very nice day.
    1 point
  45. FWIW, they are delicious! A delicacy in Peru. Had to try it while I was there last week. Served with potatoes and a mushroom salad. They call them Cuy.
    1 point
  46. I used a kit called Carbide Shapeoko XL. It comes with 2D CAD and CAM software. I used Solidworks for the modeling (free for EAA members). Cut a plexiglass panel to verify clearances. Aluminum was actually easier to cut. The CNC setup was pretty sweet.
    1 point
  47. Last weekend I did a pretty unique flight. Not in a Mooney unfortunately. But I had the pleasure of transporting a sand cat to its new home at the Lincoln Nebraska Zoo. It came from the feline compound in Rosamond Califrnia. 24 hours of flying in a 48 hour period and VFR the whole way. Great trip I tried rotating the images on my iPad before posting and it didnt work. Sorry for the sideways photos guys! Enjoy
    1 point
  48. Visited the Wright brothers memorial today. It just reopened a week or so ago with a complete revamp. Very good presentation showing the tenacity and skill they used to work through all the challenges of the unknowns at that time. And to maintain current membership in the CB club, if you arrive on bicycles or planes, you don’t pay the $10 entry fee.
    1 point
  49. Two things which would help in these situations. Make the plaintive pay the legal bill of the defendant when they lose and get smarter juries. Clarence
    1 point
  50. It would be nice if we could get some lawyers to help us sue law firms and individuals who bring such frivolous suits into bankruptcy. Tim
    1 point

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