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
    Thanks for the tag, Scott. We are up and running at Airspeed Insurance Agency. We should be licensed in all 50 states and DC by the end of the month (currently fully functional in about 30 as of 1/9/2019). Kmac - most every company using automated raters has different hour amounts where their rates step down. 46.9 may be no different than 50 at many carriers. There are a few where that might hit a step in the automated rating systems at 50 make/model. An agent that properly markets your risk to the carriers it represents would really like to have updates 30 days or more before renewal so that each company can respond. At the last minute you may not have as many answers, especially for a lower-time pilot where the risks are underwritten manually as opposed to coming from an automated rater.
  4. 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.
  5. 3 points
    I agree, this site is for aviation topics, more specific Mooney related topics and we should not dilute or pollute it. Brian
  6. 3 points
    There are many other online groups for non-aviation related discussions. They don't belong here.
  7. 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.
  8. 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.
  9. 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.
  10. 2 points
    Guys and Girls, Apologies in advance for the blasphemy... I just took a nice Bonanza A-36 with a Turbo Normalizer on it on trade for a later model Mooney. My preference would now be to turn it back into a Mooney for inventory. If anyone is looking for a bump to six seats / large cabin door and wants to talk Mooney trade or if you know a Mooney owner that may want to make the move, can you send them my way? Thanks, Jimmy jimmy@allamericanaircraft.com
  11. 2 points
    So, on an IFR training flight last week my instructor noted a large (~30-deg.) discrepancy between the two VOR receivers in my aircraft. The next flight we went to KMEI where there is a VOR test point on the field, and saw that the NAV receiver in the GNS430W is about 30-degrees off. The other NAV rcvr in the KX-155 is within two degrees (yeah!). Yesterday I called a nearby avionics shop and discussed with a technician I know, who told me that the GNS430W probably required calibration of the CDI it is attached to, and told me something to try. I went to the hangar, followed his instructions, which took about 5 minutes, and then went for a test flight. Both NAV receivers now agree within 1 degree of each other! Solution: press and hold "Enter" while powering up the GNS 430W. That boots it into calibration mode. About 8 or 10 pages into the calibration mode is an option to "Calibrate 150 degrees CDI". Set the CDI to 150 degrees "TO", highlight the box that says "Calibrate 150 degrees CDI" and press enter. That's it. Not sure why it was off, but it is fine now. It should all be that easy!
  12. 2 points
    I only visit here and BT for my aviation fix, and don't want to ruin the great signal to noise ratio we have presently. Sent from my LG-US996 using Tapatalk
  13. 2 points
    I did the adsb thing a little over a year ago before the rush got into full retard mode... it’s going to be insanity for a while... I’m glad my ship is done... except I would like to have a digital autopilot... hopefully a pro pilot!
  14. 2 points
    I’ve got the voice command with my Garmin 650. It lessens the work load considerably. Sent from my iPhone using Tapatalk
  15. 2 points
    Don't forget a good wax job is worth @10kts :-)
  16. 2 points
    At least we are not talking about the Bonalization technique anymore! Sent from my iPad using Tapatalk Pro
  17. 2 points
    UPDATE: Sorry I've been inactive on here the last few months! I still do check up every now and then to read through the latest posts but WingSwap has been keeping me very busy! Managing the social media accounts (main traffic funnel), getting new users, working with the developer, talking with advertisers, etc... Last I update you guys we had about 90k pageviews a month, and now we are up to 250k pageviews a month! It has been hard getting people to list their planes with the Premium and Featured listings, even though they were just $10 and $20 respectively. SO what I've done is changed things up a bit. Going forward, listing will be free, with 10 pictures and 1000 characters allotted, and your listing will be live for 60 days. I've found higher traffic and advertising revenue is far more worthwhile than $10 dollars here and there, and most people being frustrated when listers just had one picture up in their free listings. So I'm giving the people what they want. All the pictures and information you could want, for free. You can still purchase a featured spot on the website or our instagram (over 12k pilot followers now btw) but now going forward both listers, and browsers should be totally happy. And btw a sweet mooney M20E with 201 speed mods and a crazy Garmin panel and recently overhauled engine was listed an hour ago I thought you all might like. $77k asking. (seller approved me sharing here) So yeah thats where things are currently with WingSwap! The busy-ness just doesn't end! But thats good right? Must mean I'm doing something right! I've heard some great stories from owners who found their plane on wingswap which really makes me feel good when they send pictures of them and their new plane! Jesse
  18. 2 points
    Call Neal Schwartz- he frequently is working with buyers looking for TN aircraft. Market on them has been very strong lately. 9I4 - six two five- 5776
  19. 2 points
    XM is only worth the money if you fly on less than CAVU days and really understand how to interpret presented data. The XM combination of echo tops, cells, lightning, and reflectivity provide an excellent view of storm structure. ADS-B is completely inadequate for any serious weather flying. Like any aircraft system, you must study and understand XM and NEXRAD to take proper advantage. Cheers, David
  20. 2 points
    In these divided times, I too think that I'd like to think of ya'll as friends who love aviation as much as I do and that is what we have in common. To see non-aviation subjects lines in the "Recent Posts" section when I log into MS would be counter to one of the things that I like about hanging out here! I suspect many others would feel the same way.
  21. 2 points
    Only a single data point, but possibly worth mentioning. My son and I climbed one of Colorado's 14k ft. peaks the summer after he finished kindergarten. We acclimated a few days at 6-8k and spent the night before at 10k. Upon reaching the summit, he couldn't remember his age, his birthday, or how to spell his name. I realized it was time to quickly get down the mountain. He's a teenager now and I swear the brain damage from that trip is starting to show!
  22. 2 points
    Steve. The Forum is in full agreement. You will need the 900 if you desire a healthy engine. You will add the intercooler and waste gate if you desire optimum engine performance for the model. Speed brakes are secondary to all others. If the plane is down for an engine now, keep it down to add the engine goodies!! Money well spent.
  23. 2 points
  24. 2 points
    This post stuck with me a couple years ago: https://www.beechtalk.com/forums/viewtopic.php?p=1081720#p1081720 Written in response to a similar question on Beechtalk about flying a 4 year old at 14-15k feet for 30 min. to an hour. You won't damage her permanently. Would you worry about driving up to Pike's Peak with her? She might get a little goofy, might have a headache, but not gonna hurt her. And note that FAR's require pax be PROVIDED oxygen not that they use it. Regards, [removed] Board Certified Pediatric Anesthesiologist
  25. 2 points
    When Mooney went with the Moritz engine gauges in 2000 they lowered the panel. Previous models could have three rows of instruments, after this change only two rows of instruments fit. The G1000 Mooneys stayed with the lower instrument panel
  26. 2 points
    If all we did was financially responsible stuff we'd all be rich and very bored.
  27. 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
  28. 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.
  29. 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.
  30. 2 points
    Mooney 3JJ you have slow moving traffic at your 9 o’clock, opposite direction In sight, no factor.
  31. 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/
  32. 2 points
    Hi Alex, nice avatar, I'm on Pelican also and replied to your get together. Good luck with the new bird.
  33. 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.
  34. 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.
  35. 1 point
    I’d throw a Comanche 250 into your search. Others might disagree. Clarence
  36. 1 point
    I keep meaning to send you your official shunning notification! Considered yourself shunned you oil sniffer! BTW - we are due for a fly in. I’ll drop something on the Yahoo site so we can practice our shunning when you show up. Sent from my iPad using Tapatalk Pro
  37. 1 point
    I’m in the same position as you- I don’t own either unit yet. A year or two ago there were a number of GTN issues with squelch, connectivity, and software updates talking to other products. They were all resolved. The Avidyne issues in the past have also been resolved. I’m betting these WiFi/BT issues will also get resolved. Garmin certainly offers a whole suite of products. For me- who will never progress beyond dual G5’s and a navigator (GPS)- I’m leaning toward the Avidyne IFD-440 as the better option for me.
  38. 1 point
    I do like the idea of having more data blocks or even displaying the Flight Plan on the 440 and the map on the 540. I've also thought about having the NRST always up on the 440. My KX165 is not going to last forever. It could be replaced with a Garmin 225 or similar, or for another couple of AMU's I could have a fully redundant GPS system. Anyway, Alan posted one for sale here and I'm trying to decide whether to buy it or not. The one rule I have is never pay retail. So buying avionics from Alan complies with that rule. And the IFD boxes just don't come up for sale very often on the used market. Oh and the full IFD 540/440 stack looks great in the panel
  39. 1 point
    Hi! I hope this will help other Bravo owners who struggle to run the TIO-540-AF1B at Peak or LOP TIT. But first, in full disclosure I am not an A&P and this is not advice. I am simply illustrating my experience with this engine, and it or may not apply to you. Always follow the POH when you are not sure that your deviation from that document is in your best interest. I am a lean of peak fan, always have been. It comes back from my days of working on non-aircraft internal combustion engines and proving that an engine run LOP operates cooler, cleaner and lasts longer than a similar engine run ROP. I have taken the Advanced Pilots Seminar course on advanced engine management http://www.advancedpilot.com and had numerous discussions with Lycoming engineers, the folks at GAMI and engine builders, and I have used this knowledge to come to a few conclusions about this engine that I would like to share. I am not poking the sleeping “ROP vs LOP” dog. :-) and I realize that Lycoming - in some instances but not all - does not recommend operating LOP. I also believe that if they could, they would revise that language to say: If you have a good engine monitor, tuned injectors, and a knowledge of how your engine operates, you should run LOP whenever your heart desires - except on take off. My opinion is that Mooney, when they introduced the TLS, continued their fine mission to make the fastest commercial SE piston airplane. To do this, they needed a lot of power -and- in a weight package that would not cause the flight envelope of the long body to get too forward on the CG, the TIO-540 was the answer. Bravo owners know that the airplane is already pushed forward CG and many have Charlie weight for aft ballast installed (which lowers the already skinny useful load). The TIO-540 is a complex high performance engine and should not be grouped with most other ground boosted engines for performance discussions, The reasons for this, IMHO, are due in part to two things: 1) a complicated (but effective) turbocharging controller system, and 2) the requirement that the engine runs at very high percentage of power levels to make book speeds. I did a post a few weeks ago on the Bravo’s power percentage here. Because this engine is normally operated at greater than 80% power during cruise by most people, this engine is very working hard and making a lot of heat for a lot of the time. It is also doing so with rather loose factory tolerances on the precision of fuel flow to the cylinders which makes it extremely difficult to run this engine in an wide and efficient range of power settings. The POH states only two settings: 1) ROP TIT by at least 125dF for “best power"; and 2) Peak TIT as long it’s below 1750dF (1650dF at high altitudes) for “best economy" - the latter is sometimes impossible to achieve with this engine at higher power levels (30” MAP and above) because of poor fuel distribution which causes engine roughness. When near peak TIT (or EGT) the roughness is normally due to some cylinders running leaner than others. The leaner cylinders produce less power than do the richer cylinders which give you the impression that there is something wrong because you feel that power imbalance as roughness. (Note: that slight roughness is not a bad thing, your engine won’t fly apart, it really doesn’t care, only you do.) Spark plugs play a key role in this too - more on that in a bit. Here’s the rub... Because most of the TIO-540-AF1Bs have unequal cylinder fuel distribution, when Bravo owners try to run the engine per the Sun Visor chart at Best Economy (Peak TIT) they may find an disconserting “roughness” and feel a slight loss of power. That combo causes some consternation, and when that happens, some operators I’ve spoken with will simply dial the Bravo’s red knob in just a little richer and go slightly rich of peak TIT just enough to cure the roughness. Thinking that they are now 'just fine’ they fly the engine at that setting - when in fact they are not “just fine." They are now operating the engine “slightly ROP TIT” at a mixture setting that causes the most cylinder head heat, the highest internal combustion pressures and at a place where the engine can easily begin to exhibit detonation. (See graph below, which was taken from the Lycoming Flyer publication) The Mooney POH does not say it is OK to run the engine “slightly” ROP TIT because both the factory and Lycoming know that is a very bad mixture setting. All of the experts I’ve spoken to agree that no internal combustion engine should be operated “slightly” (10-60dF) rich of peak. If you can’t make Peak TIT for whatever reason, better to just go greater than 80-100dF and accept the extra fuel costs and keep things in the engine cooler and happier. I have not found anyone who disagrees that sustained high heat weakens, fatigues and shortens the life of the metals used in engines, and that’s why we see all kinds of advice about keeping cylinder head temps below 400dF. The Bravo’s POH advises that you use a combination of gauges when setting power - TIT and CHT as the most prominent. The POH also says that the CHT redline for this engine is 500dF - which everyone (experts or not) agrees is simply ridicules. If you have an older Bravo, and especially one where a field AF1A to AF1B conversation was done, you may want to check to see on which cylinder the panel’s CHT temp probe is located. The AF1A probe was located on cylinder #5, and Mooney Service Instruction M20-101C states that it should be on cylinder #3 for the AF1B. Check yours, especially if you rely on the single panel CHT gauge, I’ve spoken to three Bravo owners where the CHT probe was still on #5 (mine was too). There is a big difference in the cooling between #3 and #5 - #3 being as much as 50dF hotter. That all said, in summary the TIO-540-AF1B is a hot running, high power, high performance engine, different from many others. In the M20M it is asked to operate at the top of its performance range in order to make POH (book) performance numbers, and us Mooney drivers like to go fast! Adjusting the mixture on this engine can be tricky due to engine’s generally unequal cylinder fuel distribution and, in many cases, the wrong type of spark plug being used. I wanted my Bravo to act like most other well-tuned and instrumented airplanes I’ve flown. While always keeping the cylinder head temps below 400dF, I want to be able to safely set the engine for maximum power when I want to go fast, and I want the ability to safely save fuel when fast doesn’t matter as much. I don’t want complicated instructions to do this, and I want to feel as if the engine is happy and smooth no matter what. Before I started this trek, I could not run my Bravo at Peak TIT at MAP higher then 29” without noticeable roughness and/or what I felt was unacceptable power loss. And there was no way this engine would run LOP. I would flow about 22 GPH of fuel in cruise at 100dF ROP TIT (on hot days I needed to to be richer to keep the CHTs below 400dF). Here’s what I did. I first ensured that magneto timing was correct. This is very important with high performance engines; you can often get away with inexact timing on lower power engines, but never on engines like the TIO-540. Mine were pretty close, but not exact - they are now. I had new Champion massive plugs installed about a hundred hours earlier, on inspection they looked okay and they passed the tester test. We gapped them at .016. I installed a new set of GAMI TurboInjectors. When I spoke with the factory rep John-Paul he cautioned me that this engine was a hard tune and that I should expect to have to work at, and that there might not be the success that others have with GAMIs on other engines. I love honesty - these guys at GAMI are true pros. The first set of injectors made a marked and clear difference. I was able to run at Peak TIT smoothly for the first time, but I was unable to run LOP without roughness. I did a GAMI lean spread test and found that my spread was about 1.4GPH, while better, it was not ideal. I contacted the factory and John-Paul immediately sent out two replacement injectors for a better match. After that a test flight or two it showed that I actually picked up about two knots at peak TIT and fuel flow was down a little. I could now get a little bit LOP with a GAMI spread of .9GPH. Also noticed CHT were generally cooler by about 20dF. This was due to the fact that the better fuel distribution was allowing all cylinders to run more equally, so at Peak TIT all cylinders were closer to their peak EGT. Fuel was saved for the same reason - unnecessary rich cylinders were now leaner for any given mixture setting. Because this engine seems finicky at different MAP/RPM settings, I decide to tune to a specific sweet-spot for the GAMI spread - I picked 29”/2400 for this as it is, according to the Lycoming power graphs, about 75% power on a standard day, at mid altitudes. This might have been the most important step I took in achieving success with this tune, on this engine to allow for good LOP performance. I sent the new GAMI lean test to John-Paul - not satisfied he sent me a single replacement for the one cylinder that was off a bit. (no charge for all of this and no questions asked). We installed that one injector and then did a test flight. The biggest change was that I could get more LOP without roughness, at 2400/29” I could get to about 20dF LOP. I would lose about 9 knots, but I was able to save almost 6 GPH of fuel. While I still couldn't get much past Peak TIT at higher power setting I was happy with the trade off; now I could achieve both fast and efficient settings. My GAMI lean spread was now a very comfortable .3GPH as you can see from the graph below. I thought that was all I needed to do but it wasn’t ... I have a Savvy Aviator account, I upload my JPI engine analyses data there, and I happily buy their yearly analysis service. I uploaded a flight and was looking at the graph and saw something on one of my lean spread tests that I could not understand. During a lean test, you should see all EGTs rise as you get leaner and leaner, then they should all peak (at slightly different times, that’s the fuel flow “spread”) and then they should drop off. On my test, there was a second peak? I submitted the flight for review at Savvy and Paul Kortopates wrote back and explained it, and as soon as I read his explanation I understood: He said "That second "peak" is actually what happens when the mixture goes lean enough to fire only one plug. You are seeing the same rise we would see if you switched off one of the magneto's so that there was only one plug firing- which is what we're seeing here. On one plug alone, combustion is slowed and therefore when the exhaust valve opens we are seeing more of the combustion event and the associated higher EGT because of it” That’s when we discussed the last step I needed to take to get this whole project right - new plugs - but specifically fine wire plugs. It seems as if the fine wire plugs work better than the massives in two instances 1) older wet and oily engines (not the case here) and; 2) in lean mixtures. They’re expensive, about $80 a shot, but they also are suppose to last hundreds of hours longer. After researching both Champion and Tempest, I opted for the Tempest Fine Wires and installed 12 of them. Paul was right on! From the moment I turned the key I could tell that something was different. The engine started better and ran smoother on the ground and in the air, and I am now able to run LOP at 32” MAP and below if I chose. My CHTs are generally 30dF cooler than when I started this project, and I am saving fuel at every power setting. Where I use to run 22GPH at 2400/32 ROP, I now run 20GPH with the same airspeed, and if I want to throttle back to 2400/29, I loose about 10 knots and run about 15GPH at about 20dF LOP. In all, I have about $2500 invested here, but in fuel savings alone that will pay back in short order and then keep paying back. The big benefit is that I have more power options now with the aircraft and my engine will be much cleaner with less carbon deposits on the heads, the values, the plugs and the exhaust system. My flight profiles are not religious LOP, and yours don’t have to be either to get a benefit from the cleaning and cooling aspects of running your engine with a proper mixture, which, for me includes LOP at times. Typically I will run lower power and LOP in tail winds of any speed, because why not? If I loose 10 knots true in LOP but I make up some or all with a tail wind, I’m saving 5-6GPH of fuel AND cleaning the engine as I go. Thanks for reading! I attached some pics - happy to try to answer any questions. Dave
  40. 1 point
    I've had 4 adults in my C with room for 34 gals of fuel, or 3 hours plus IFR reserves. Nobody was small, so we didn't fly that long at a stretch. Oh, my C is a short body . . . . . We left from a [dry] grass strip, then fueled to 34 gals, went to KFFA, hopped into the sound for fuel to 34 gal at MQI, then followed clearing weather back to the grass strip at the beach [no fuel, no services, only a runway and 6 tie downs with ropes]. This summer, in late July, I left that same grass strip at the beach after walking it to find the driest location [wet spots had >1" standing water] and went to KOAJ overnight for fuel, and to load up and depart from a hard runway the next morning. Landing at the beach, I almost stopped dead while turning around, but full throttle kept me moving at less than walking speed. Not somewhere I would want to try departing when heavy. Note for newbies: A-E are short bodies; the fuselage was extended 10" to make the mid-bodies [F-K] by adding 5" back seat legroom and 5" baggage space--up front, they are the same. Long bodies began with L, then there are the fantastic new models, U & V.
  41. 1 point
    I am 6' 9" you are shorter than Al Mooney. You will fit. I have come to leaning in, knees on passenger seat, then spinning over to the pilots side. Getting out of the passenger seat is the least gracefull you will ever be. Getting out of the pilots seat is not so bad.
  42. 1 point
    No offense taken, I've got a bit of a tic when it comes to spotting logical fallacies and it's a bit of a reflex on my part.
  43. 1 point
    Dan - your Bravo will have the calipers flipped and it should be pretty easy to see your pad conditions. Here is what you are looking for. You’re looking for the thickness of the things with red dots on them (I put red dots on my photo). I hope this brake thing isn’t spreading like the measles. I am close to calling my brakes back to normal. Still had to do some more bleeding to stiffen them up some. Sent from my iPad using Tapatalk Pro
  44. 1 point
    Wouldn’t it only become the “Annual inspection” if and when the IA signed it off? Without said sign off it’s just an examination of the airframe and some maintenance tasks which would need to be recorded in the logs. Called what ever pleases the purchaser, the goal is making sure the purchaser is informed of the condition of the airplane he’s thinking of buying. Clarence
  45. 1 point
    Welcome Steve!!! And CONGRATULATIONS!!! on your new to you bird! Sounds like you got a great one, and what a great seller you worked with! But please forgive me if I refute your claim of the best M20K rocket in North America - mine is awfully sweet and some very special upgrades too and looking sharp - how about we call it a gentleman's tie? Anyway - I figure we are rocket buddies since there aren't too many tks rockets out there.
  46. 1 point
    http://www.themooneyflyer.com/cfi.html No one listed in NC but a couple in VA that might be within flying range. The MAPA course is also a great way to get some time with a good Mooney CFI if you can get to one of those. https://www.mooneysafety.com 2019 PPP’s Lakeland, FL: Feb 1-3 Santa Maria, CA: Apr 5-7 Oklahoma City, OK: Jun 7-9 Atlantic City, NJ: Sep 5-8 Ogden, UT: Oct 4-6
  47. 1 point
    Early morning flight from Iron Mountain, MI (U.P.) to Milwaukee. Landed before the sun came up. Looking east at Sheboygan, WI and Lake Michigan. Tom
  48. 1 point
    Clarence preventative maintenance is money well spent.
  49. 1 point
    I am sure that the snap rings are replaced as part of an overhaul. I wouldn't be surprised that a snap ring is a one time use part. In my case, at least one snap ring is somewhere on or near 26L in El Paso so I know it will be replaced :). Jim
  50. 1 point
    I have been a FAAsteam lead rep for about 15 years, and have yet to receive a paycheck in spite of putting on a lot of seminars

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