Popular Content

Showing content with the highest reputation on 01/09/2019 in all areas

  1. 8 points
    For those who want to know what the tie down bracket looks like, I snapped this picture of the bracket for the tie down inside a wing today. Clarence
  2. 7 points
    Some good news, Mooney will cover my "out-of-warranty" aircraft at the earliest convenience at the factory in Kerrville, TX. Thank you Mooney for stepping up to the plate.
  3. 4 points
    I was in La Paz a year ago at Thanksgiving. It was work, not vacation. I had a meeting with the Ministry of Finance CISO in La Paz. The local guy said it was only a "few" blocks away. It was six blocks and in La Paz, the blocks are vertical. Of course I'm wearing a suit and tie. We get to the office building. The CISO's office is on the 7th floor and the elevator is out of service. I almost turned around and went back to the hotel. I'm pretty sure we won the business just because I climbed 7 flights of stairs to his office.
  4. 3 points
    Taken from a Hero7 Black, which is far superior as compared to the same shots taken with the Session 5. The quality of the video and picture is much better than what is depicted here. I have and will continue to use my Hero 3 Silver, Session 5, and new 7 Black to document my flights. It's enjoyable to put the videos together and bolt on music for later viewing. I also find editing and splicing post flight videos a great debriefing tool. I recently hooked up cockpit audio to the Hero3 and now can overlay audio to my videos. The process is enjoyable and definitely helpful in identifying and correcting mistakes in my flying.
  5. 3 points
    I stagger my mag service every 500. I get 1000hrs between IRANs but always have one mag with <500 hrs since IRAN. Depending on the kind of pump you have, most are warrantied to 500 or 1000hrs.
  6. 3 points
    Steve here, signing in... Cody, I'm the guy from Texas with a big grin on his face. Tom and I met at Oshgosh as he mentioned. He was sanding the white stripes off of the propeller on his beautiful new lancair, i was wearing a mooney cap... When we shook hands the next month in yooperland, i knew that i was about to purchase the best kept mooney from a top-shelf owner. After spending a day getting to know Tom, i was certain i'd found the mooney deal of a lifetime. I lifted off the runway Saturday afternoon Jan 5 and tipped a wing to the Rocketman... it felt a bit like i was leaving with his mistress. Its been a couple of days now, and I'm still wearing an ear-to-ear grin. To all of you out there in mooneyspace who may be eye-ing Tom's turbo-prop; i plan to take good care and trade his mistress back to him when he is ready to slow back down to 230kts! To anyone who has not yet seen the best m20k rocket in North America, i am considering placing a velvet rope between shiny brass posts in front of the hangar and charging a buck a visit. ...wonder if i can cover the monthly hangar dues ;-) Relatively new to most things air borne. A 300hr rocket flyer, with 600 hrs since PP in 2015. I've learned a lot from all of you on mooneyspace in the past two or three years. If i'm still around in 40 or 50 years, i may have contributed a bit as well, all in an attempt to live in the shadow cast by N1017L's Rocketman. Meanwhile, Tom's number is on my speed dial in case the mistress gets fussy.
  7. 2 points
    I just did the same Whelen 650 Upgrade. I also need to to run the wire to sync the strobes but it’s not that noticeable until you get close to the clouds. Very bright. 68F50956-9846-4C67-8A75-6BF9E4DD4EAA.MOV
  8. 2 points
    I may as well stir the hornet's nest a little. In my opinion, I would never want an annual in lieu of a pre-purchase inspection. Having a pre-purchase that can be rolled over to an annual once the decision is made to definitely buy, is a different story. But I would not blindly accept an annual done on the existing owner's dime (unless it had been done by one of the 4 or 5 top Mooney gurus), and the present owner would be foolish to allow an annual to be started unless he was in control of it. My preference, if I were buying, would be to have carefully crafted, "done in steps" pre-purchase inspection. That is, prioritize the things to look at, and cancel the remainder if a deal breaker is discovered. I would want a complete corrosion inspection, and if nothing found, inspect the engine; borescope etc., then on down through the most expensive items to repair. Once all the deal breaking matters are OK, then finalize the sale and flip it to an annual if desired.
  9. 2 points
    If the mags were properly rebuilt 320 hours ago I would not touch them I fly my vac pumps till they break. I normally get 1200hrs out of them.
  10. 2 points
    Mooney 3JJ you have slow moving traffic at your 9 o’clock, opposite direction In sight, no factor.
  11. 2 points
    New photos shared online appear to show an unreleased version of Apple’s iPad mini tablet with design characteristics not seen on hardware that Apple has sold to date. The images appear amid rumors that Apple is planning to release a fifth-generation iPad mini sometime over the next few months. https://9to5mac.com/2019/01/08/possible-ipad-mini-5-leak/
  12. 2 points
    Hi Alex, nice avatar, I'm on Pelican also and replied to your get together. Good luck with the new bird.
  13. 2 points
    Lynn (@AGL Aviation) installed the larger (~6") inlets from David (@Sabremech) on my E today. I took her up for a test flight - with cowl flaps closed CHTs are marvelous 335-345-345-315. OilT 197. (I've not normally been able to run 75% power with CF closed due to temps) OAT at 7500' was 7C and I was running at 75% - 23.5/2550. KTAS was "only" 151 which is disappointing. We still have rigging issues going back to painting or before.
  14. 2 points
    There was an airplane locally that landed gear up about a dozen years ago that really proves a point. It was a small twin with a CFI and a CFI-DPE (with 14,000 hrs) on in the front seats - is the take away that those guys were dummies? No the take away is not that they are dummies and I am not a dummy so I am safe from such stupidity. No - the take away is if they could do it then anyone can do it - including me - so it is surely a lot of work every time to make sure I don't do it. Knock on wood and stay vigilant.
  15. 1 point
    I forgot to take pictures... Yesterday I flew my son to KPBG - 2 hr drive but a 20 min flight over the hills (Adirondack mountains) and through the woods. 12,000 ft Cold War runway. I was dropping him off to pick up a commercial flight back to school in the Deep South - Duke. It was right at sunrise, and -9F in the am. Otherwise still air and clear skies. We call that a "crisp" here in the North Country. I have a great pre-heater (turbo plus incl oil and cylinder heaters) and a great full wrap cowl blanket (Bruces) so even at -9F the oil is 85F before I even turn the key. And I preheat the cabin with a ceramic space heater so the instruments are happy. But...my darned EZ-tug won't start at those kinds of temps. I will be being a preheater solution for that soon... Luckily yesterday my son was there to help me push the old bird out of the hangar - and I have an electric winch to get it back in later as backup. Tug has chains and good thing because on an icy tarmac... I may well be able to pull the airplane around with some straining by hand in the summer - but there just isn't the foot traction to do so in the winter. Not really even with the spike-shoe covers I also have in the hangar. Ahhhh....winter ops.
  16. 1 point
    Brakes every other year? Are you based at a 1500' strip?
  17. 1 point
    Frustrating. Just a hunch, but I bet they had no problems accepting the money for the avionics.
  18. 1 point
    When we did the radio upgrade we installed a Sandel SN3308. The box costs 2 grand but it’s rhe same as a Garmon indicator. The labor was a little more but it’s an HSI not a CDI.
  19. 1 point
  20. 1 point
    I spent so much putting old used boxes in my airplane that now I can barely afford to fly it.
  21. 1 point
    But it's below the compass rather than in the middle of it. Be thankful for small favors.
  22. 1 point
    In a funny twist of coincidence. I was in Boulder, CO about a year ago and ordered an Uber car back to the airport on my way home. Well I got to chatting with the driver, and asked where he was from because he had an accent. He said he was from Nepal. huh - I said wow I think Everest is interesting and I am amazed by the Sherpas. He said he is Sherpa (which is how he said the phrase as both a name like that and also family name), and that he had been up Everest several times. Including once without O2. He looked the part too, and I had no reason to doubt him. That's not just 29k of altitude without o2 - that's physically highly stressing exercise climbing that mountain at no matter what altitude. Put the two together and it is really amazing. You meet the most interesting people sometimes.
  23. 1 point
    That was the Garmin Test Pilot who lost GPS signal and figured out that you can't even do a coupled ILS on the GFC500 when that happens.
  24. 1 point
    While there's some truth to this, as a CFI, I've frequently traced complaints about "not making book performance" to pilots who aren't actually using the charts correctly. As an example, flying at 10,000' indicated on your altimeter is not going to give you the true airspeed from the 10,000' line in your POH unless the atmosphere is at standard conditions - not even if you're a test pilot in a brand new, perfectly rigged airplane. If you're crossing the Rocky Mountains enroute from Ft. Worth to Durango, the temperature at 10,000' indicated is frequently much warmer than standard. It would not be unusual for the density altitude at 10,000' indicated to be around 12,000', where the published book numbers for true airspeed are going to be slower for a normally aspirated airplane. Given that you don't mention OAT or density altitude anywhere in your original post, maybe a misunderstanding about the POH tables themselves accounts for some of the discrepancy?
  25. 1 point
    When I've encountered pilots who are learning to land, I teach them to think of the sight picture you have riding down an escalator. You typically focus towards the bottom of the escalator as you're riding it down, but as you start to round off at the bottom, you change your focus to look ahead of you. When you're on final, you only care about two things: airspeed and runway. Get your speed correct using pitch (I know; easier said than done when you're learning, but master control of airspeed and landings will be easy). If the runway is moving up in the windscreen, you're sinking. Add power. If the runway is moving down, pull power out. As for rudder work, my solution for the confusion as to which foot to press in a crosswind to straighten the plane out was to imagine the foot that you press pulls the nose towards it; at the same time action/reaction and all of that, the opposite wing will drop on its own and you just need to make sure to track centerline. I had CFIs go into all sorts of "drop a wing" and "opposite rudder" and all of that which overloaded me as back as a primary student. Stay loose on the pedals and remember that rudder work isn't just pressing with one foot, you lift with the other or you'll fighting yourself when stressed.

*Members that donate $10 or more do not see advertisements*