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Showing content with the highest reputation on 01/11/2019 in all areas

  1. 4 points
    Sent from my iPhone using Tapatalk Pro
  2. 4 points
    Do you depreciate the CapX over the GAAP standard 3 year or a more aviation-realistic 3 minutes?
  3. 4 points
    I separate CapEx and OpEx. CapEx is the price of the plane and any upgrades I make or money I spend on improvements. OpEx are the recurring costs such as fuel, hangar rent, annual maintenance, other maintenance, nav subscriptions, etc. I flew approximately 250 hours last year. I have no idea how much I spent in either of the two categories last year. But all the bills got paid, so I guess we're ok for another year of this.
  4. 3 points
    Like many above stated I don’t keep close track of my costs nor do I keep a fund for long term expected maintenance items such as new engine etc. being an accountant I’ve become anti-numerical outside of work, if I can keep making the expenses I’ll keep flying if not I’ll sit in the corner and wither away. Having a pristine Bravo at least mechanically which is expensive to maintain I’d rather not keep track. Some years I’d guess on the low side of $30000+ on the high side like last year $60,000+ many of us are on our final plane just hoping for another year of flying. My wife mentioned yesterday to start planning for our flying season, last year was the best flying year we’ve had flying over 120 hours of long cross country ie vacationing...was awesome. Onward to 2019. Have fun keep flying in you can, the years fly by.
  5. 3 points
    Spoke to Paul Odum this afternoon with the stc group... he was very helpful in explaining the process and installation of the pro pilot. Paul was here briefly with a couple posts to explore the possibility of producing an autopilot for our ships. He mentioned that much of the design was already done. I think he was somewhat disappointed after one or two of us weighed in. I told him don’t let a few outweigh the many. I for one, really like what they have in the way of a cost effective digital autopilot... and hope they know there are a lot of Mooney touring aircraft here and around the country, seen and unseen, that can benefit from all their hard work. Also I would like them to know that I for one, really appreciate the stc group helping General Aviation... it’s a huge contribution. let em know they are appreciated
  6. 2 points
    Went to Los Angeles area yesterday to pick up a friend who dropped off his Bonanza. It was busy as usual but ATC was professional, efficient and friendly. There was a Mooney pilot at KPOC that couldn’t figure out the ODP and the ground controller patiently talked him through it, reviewed all the altitudes and headings and even told him where he could find the written version-all with patience and not a hint of frustration. As we were flying home I commented to my friend how impressed I was with the controllers and he said “It’s even more impressive when you consider the fact they’re not getting paid!” Ran across this article today and I guess it’s true (although I’m not sure how it works for contract controllers). Not trying to get into politics here, but I just wanted to say kudos to our aviation colleagues who show up every day, do their job and act like true professionals, even in the face of personal hardship. I wish more people acted that way... https://www.cnn.com/2019/01/11/politics/shutdown-paycheck-what-it-looks-like-trnd/index.html
  7. 2 points
    How many of you have flown an early Mooney with and without the positive control operational? In other words with no autopilot at all? It sure seems different than a Cessna. Edit: That is, flying them on instruments with and without Positive Control?
  8. 2 points
    What you describe is not a lot of metal. Typically the lifters fail before the cam. Lifters breakdown rapidly when they stop rotating. The cam typically follows rather than leads the this type of failure. I do not understand why you've not had the cam lift measured. This should not be a major endeavor. A dial indicator and a few ours max for an experienced A&P. This is the first thing I would do.
  9. 2 points
  10. 2 points
    My transition instructor said I was too tall to try hand propping a mooney. I have a rule of never go forward of the wing when plane engines are running. It's a good rule since the plane lives in a $100 hamburger airport and there are lots of yahoos with spinning props.
  11. 2 points
    Eight years ago we had a case crack on an engine with 855SMOH. At that time I was very active on the AOPA forum (Red Board). Many folks told me that it was best to just overhaul (what’s $30K to remedy a case crack right?). At the time I had just punched out of a corporate banking position with a nice severance due to a merger. I elected to remove and reinstall the engine myself and utilized a “local” Engine shop about 50 miles away to do the engine work. I learned quite a bit during that endeavor that may be applicable to your situation: 1) There is a tendency in aviation for mission creep towards “while you’re in there” kinds of items without knowledge of the actual condition of those items. 2) The relative ease with which a case can be split once the engine is off the aircraft. I dropped my engine off at the engine shop around 11:00 AM sans accessories. The case was crated and on its way to Tulsa that afternoon. 3) Owners have a tendency overstate the paper advantage of an overhaul. Some buyers want something run out so they can choose where to rebuild it. Some like to see “Factory zero time”. If you have no reason to sell the plane, the best value is typically to simply correct the problem and get back in the air. It’s only when you find an engine with multiple issues that an overhaul starts to become a better value. You’re doing a lot of hemming and hawing (just like I did) over what if’s before you really know what you have on your hands. I was terrified that we’d open up my engine and find corroded lifters and a spalled cam. We didn’t, internals were beautiful at 10 yrs and 800hrs. At the end of the day the IRAN with crankcase overhaul and going over the cylinders was about $4000. Engine was returned to me painted and wrapped just like an overhaul. My local IA charged $500 to supervise my reinstallation. If I had paid someone could’ve been closer to 3k to R&R the engine I was really close to overhauling. At the time I was out of work but has been given a check for more than a year’s salary. I had both time and money but I’m glad I chose the route I did. I’ve put 400 hours on the engine since and it’s running beautifully. Do you have an engine shop close by? This endeavor sounds best suited to a shop that will advise you as more info is garnered. Lycoming won’t give a core credit on anything if the case is split (must be in running condition). For what it’s worth, 1 quart every 6 to 7 hours is perfectly acceptable and healthy oil consumption. Pull the jug and take a look.
  12. 2 points
    I think you should take into consideration, the memories you will get with this plane. A rental can only get you so far. Back when I rented the Cessna 172, I'm sure it was considerably cheaper than what the ovation is per hour, but the capabilities that a privately owned Mooney offer over a rental Cessna is massive. when I rented the Cessna, a good day was flying to an airport 80 to 100 miles away. I can take the Mooney any day I please 300 to 500 miles away in 2 to 3 and a half hours and not have to worry about not having a plane available. I also love the fact that ownership motivates me to travel. I can hear about a fly-in 3 days away and not be concerned that an aircraft is not available. The memories I've gotten with the plane are priceless and will be with me for life. Flying from So-cal to Canada to ride some of the best bike parks in whistler with one of my best friends over 2 weeks. Taking day trips to Oakland with my family or flying to Kernville to go camping. Flying the aircraft over 1500 miles from Kenosha to the southwest. A rental will give you 20% of those memories for 40% of the price. I can plan a trip from So-cal to Oshkosh next year. Ownership opens up new opportunities, but it comes at a price. A lot people open that door and most seem to like it since they still own a plane. I'm sure a lot of people will back my opinion, that ownership has given the opportunities and memories that would never have been possible without consistent access to an aircraft and the desire to go anywhere when they feel like it.
  13. 2 points
    If the engine is running well, why mess with it until you have to? New and overhauled engines can have infant mortality, so you may or may not get better reliability. I recently replaced a A3B6D (broken oil control ring took out piston skirt and cam was spalling) with a factory rebuilt A3B6 after duscussions with Lycoming and mag overhaulers. Roller tappets are clearly a design improvement worth the extra cost to me. Dual mags are reliable in my experience, but are no longer made, some parts are hard to get and fewer mag shops will work on them. There are numerous internal differences between A3B6D and A3B6 which has more parts commonality with other engines. The A3B6D will likely end up being more expensive to maintain as time goes by. Lycoming will give you a break to retire a A3B6D core which says something (to me) about its commitment to that engine. Lycoming has standardized timing at 20 deg on 360 series engines with the exception of the dual mag engines for many years. Some think this is a big deal, some not so much. I don’t want to open that can if worms, but personslly I haven’t noticed much difference. Hope that helps. Still really currious about the injector lines. I think the newer lines are just thicker walled for fatigue resistance and have the same ID, but I’m really interested to know for sure. And, even if the ID is different, it would be interesting to see if that affects the flow rate through the nozzles since the tubing is so much larger than the nozzle orifice. Skip
  14. 2 points
    The vacuum pump is a posative displacement pump, it pumps a volume of air, not a pressure. The vacuum regulator is actually just a controlled leak. So if you block it off it will be working pretty hard. But you are just blocking off the suction side, it can only make a vacuum. If you were to block off the pressure side you could destroy the pump. Your best bet is to hook the filter to the manifold.
  15. 2 points
    I used to fly a gazillionair around in a Falcon 50. I once started talking about operating costs and he told me, “You never think about what it costs per hour or you will never do it.” If you want the plane and you can afford it, buy it. At the end of each year, add up the total cost to own it. If you can live with that, keep it. If you can’t live with that, sell it.” Works for my Mooney. (Which my wife has christened The Mooney Pit!)
  16. 2 points
    There's no luck involved. Fine wire plugs provide 1-2 percent better fuel economy, so they pay for themselves well before they wear out in 2000-2500 hours. RAM Aircraft published findings on the topic. In which time you will have had to buy 3 or more sets of massive plugs, and pay for gapping and cleaning that fine wires don't need.
  17. 2 points
    Seems like a lot of work. Most people just wait for Chris to fix it for them.
  18. 2 points
    When I was in High School I had a summer intern gig at a local university in a high energy physics lab where they had a massive electron pulse gun that shot a massively powered arc through a 2 ft vacuum for a very very very very short time burst. The thing was about 2 stories tall, round and probably 50ft long on the side. My job was to make little anodes of various shapes designed by the professor, who would specify the shape and material and I - and a few others the same - would spin those special shapes in a machine shop lathe for like 2 days to get them perfect. Then we would literally blow them up in a glorious nano-second. This was the mid 1980s during the "Star Wars" research era of Reagan and high energy pulses of all sorts were all the rage. On the side of that very big electron pulse gun someone painted Champion One very artistically looking like the real trade mark logo of a real spark plug marking. Because that was what that thing was - one very big spark plug.
  19. 2 points
    Sorry to hear that your wife went through the boat ownership thing with you. That is like telling a woman you are going on a first date with that your serial rapist days are over. Hopefully you can convince her that airplane ownership is different. Instead of throwing money in the water, you’re throwing it in the air. [emoji1787] As others point out, pride of ownership, the ability to have access when you want and knowing the condition all of the time are great benefits. The downside is that you own the costs when you own and you just can’t throw the keys at the FBO anymore and say “it’s broke”. I am sure that I am paying more than renting, but I also eat lunch with a Pilot friend and hear the whining about the availability of the rentals at our airport. As for the financials, you have heard some clearly say they ignore certain costs. If your financial situation can allow that, great. If it can’t, it can become a pain point with the family when you are deciding whether Johnny is going to get braces or you are going to fix your plane. I look at ownership cost as all in. I count everything because if I didn’t own a plane, I wouldn’t have those expenses. Also, I do reserves because the money is clearly earmarked for an intended usage. If you need to rebuild an engine, it is nice to have saved up the money and know it’s covered. As long time owner, I flew a number of years with an avionics reserve that kept building up. In 2012 it allowed me to do this: Be realistic with your finances. I can’t tell you the number of times we have had people post here about buying a plane and then a few months later are dealing with huge financial hits. And on other side of this, you only live once. And unless you plan on being buried in a gold (or gold lined) coffin, enjoy the ability to own and participate in something that most people never get to do. How many people can say they are able to fly a plane and capture a picture like this? Sent from my iPad using Tapatalk Pro
  20. 2 points
    I purposely don’t keep track. Quite the contrary its one of those things I try to have amnesia about.
  21. 2 points
  22. 1 point
    Discovered this website for weather last week. Does winds clouds waves Metars and a bunch more. Take a look at it and it is FREE. Click on the orange circle to open more options. WINDY.COM Pritch
  23. 1 point
    I concur with Jim... I'm not sure that juice is worth the squeeze. One could deduce that if the Acclaim S doesn't have them, then it is for a reason. And I'm saying that as an uber-drag-reducing nerd that has thought about it myself too! Sent from my LG-US996 using Tapatalk
  24. 1 point
    As I said, not a lot of metal. You're getting way ahead of yourself. Check the valve lift...
  25. 1 point
    I've heard them referred to as "rodent boots" and not dust boots, and rodents in your wings can be far more corrosive.
  26. 1 point
    Ok so you own an M20F and an M20K. Here’s an example. You have the M20F insured with Company X and the M20K with Company Y. Company Y has an ancillary coverage that says “we will provide physical damage and liability coverage when you are flying an aircraft that you don’t own or lease and is in available for your use for a period less than 30 days.” The M20F and M20K are both in annual at the same time. You’ve got an important meeting in Fort Lauderdale so you rent a C172 from TPF and fly to FLL. While landing at FLL a coyote jumps in front of the plane and you swerve and hit a runway light with the main gear causing $1200 in property damage to the airport lighting system and $500 to the brake system on the C172. Company Y has non-owned liability coverage on your policy to defend you in case FLL wants compensation for their light. They also have non-owned hull coverage to defend you if the insurance company that insures the C172 thinks your actions were unreasonable in swerving from the coyote and comes after you for damages to the plane. Within that non-owned provision, Company’s Y may afford that non-owned coverage with the prerequisite that they must already insure all airplanes that you own. The non-owned coverage would not apply to you because one plane you own is not insured on their policy. As a note: Non-owned hull and liability coverage is also commonly referred to as “Renter’s Insurance”.
  27. 1 point
    My guess is they are being over run with orders and can’t keep up with the production. They probably have supply agreements with Chief among others and are pressed to keep up with those commitments. Sounds a little like the issue Phil has with the Quiet Comfort headset. Sent from my iPad using Tapatalk Pro
  28. 1 point
    Va is never marked because it varies with weight. As weight goes down, Va goes down. The Manual will give one number, which is for gross weight. If you're worried about turbulence, fly slower than your published Va. There should be a table or list giving Stall Speeds in various configurations and bank angles; it's worth studying. For Vintage Mooneys, there is only a single gear speed, so you don't need to worry about Opening Speed and Max Operating Speed being different; we just can't use them as speed brakes since we gotta slow down before putting them down. Depending on year, Flap Speed may be higher or lower than gear speed due to different construction methods for attaching the flaps to the wing. Vx and Vy are in the Takeoff and Climb discussion, using descriptions like Best Angle and Best Rate of Climb. My Vy is 100 mph - Altitude in Thousands, there is even a chart showing Rate of Climb at two weights (gross, and solo with full tanks) and airspeed every 1000' from sea level to 18 or 20K. This makes the decreasing Vy very obvious. Study up! Have you found the correct Owners Manual yet?
  29. 1 point
    Changing the eyeballs (both sides, pilot and copilot) really improved the yoke sliding. But now I have to wait for warmer temperature in order to check that the stiffness is totally gone. My point was, despite what is written above by other posters, this eyeball should not be lubed. Actually lubing this eyeball may damage it but only newer maintenance manuals mention it.
  30. 1 point
    Plug the hose that went into your AI. The regulator will take up the difference. Do not plug the intake of the pump itself. It will overheat and fail.
  31. 1 point
    Or as John D. Rockefeller, replied to a fellow partier aboard his huge magnificent yacht back in the 30"s: When queried about the cost, he replied, "If you have to ask you can't afford it".
  32. 1 point
    You guys are funny. The original poster said he's currently renting a Cirrus, which makes the avionics and plane itself newer than 90% of the Mooney fleet. Problem with that is this magical 10AMU threshold someone posted that nets about 35 hours a YEAR for an SR22 ($285 an hour at my local flight school for a 2014 model with A/C) or 40 hours a year in an SR20 ($250 an hour for a 2005 version). Both of those are full up glass. Buying never makes sense from a financial perspective, unless you are using it for a business and can write it off as an expense. I'm only going to live once and I can afford it, so I've been an owner for almost 10 years now. Can't take the money with me and my kids can make their own... If you want to sell on the back end some day, just make sure you buy something that is a.) well taken care of, b.) not an orphan/odd type, and c.) has the bells and whistles you want already installed. I'm working with my third plane and have gone up the ladder each time (M20E -> E33A -> BE95). I've enjoyed the ride, but it hasn't been cheap by any stretch. Simple avionics upgrades can quickly run north of 30AMU's. Engine and prop overhaul on an IO520 = 45AMU's. Ask me how I know.... But, I've been able to sell both of my previous planes in under 2 weeks from the time I listed them. Finding something that is an odd duck or not up to par on maintenance and your looking at about 80% of the planes that are currently sitting on Controller. I advertised my E33A in one place and it sold within 24 hours. Never hit the regular channels (Controller, TAP, ASO, Barnstormers, etc...). A lot of really great aircraft are sold by word of mouth or through local channels. My friend found his V35B that way after taking a tour of just about every V35B listed on Controller and getting really frustrated with the misrepresented condition of those airplanes. That was 10 months ago and those planes are still listed today...unfortunately, Mooney's are the same way. I've seen more than a few that are approaching 12 months advertising time. If you need help or get overwhelmed with the decision, just reach out and you'll find this group is more than accommodating in helping steer you in the right direction. If you're looking for that absolute worst case maintenance cost (besides killer corrosion), that would be the engine and prop overhaul requirement. You can use Air Power, Inc as a great resource for engine overhaul costs on Lycoming and Continental engines. Factor in about 40 hours of labor for the pull and reinstall. This is a ballpark and many boutique engine shops will come in lower than those figures, but it's a ballpark so you go in with your eyes wide open. Engine failures are not predictable and can happen at any time. Most prop overhaul's run anywhere from 2.5 - 4 AMU's depending on the number of blades. Sorry for the long winded post, but hope it helps. Cheers, Brian
  33. 1 point
    I separate my costs into two buckets: Cost to Own--hangar, tax, insurance, registration, GPS data, Annuals, Biennial Pitot-Static testing, MAPA Membership because I own a Mooney, etc. Cost to Operate--fuel, oil changes (owner maintenance), fuel, parking fees away from home, fuel, occasional tires / tubes (one pair of mains and three nose tires in twelve years), etc. The capital expenses and opportunity costs are simply ignored, as they would exist for doing anything at all with the money other than investing at maximum return, and who can really do that? Then there us the general cost to just Be A Pilot--headsets for self and wife, flight bag, subscriptions to plates / charts (paper or electronic), medical, Flight Reviews, training and proficiency flights, AOPA, EAA, etc. Still more fun than a boat, and loads more useful!!
  34. 1 point
    I love how these things look like musical instruments.
  35. 1 point
    As long as it isn’t March or april Norman is 1:15 away. I’m not going anywhere near Norman during F5 tornado season!
  36. 1 point
    I think its been discussed extensively on here in the past, with some folks citing old time Mooney factory people as having stated it was purely a paperwork based change - no formal published source I can cite, though it may exist somewhere. I dont worry too much about the 150mph Vno on my ‘68 for this reason on a bumpy day - the thing loves to cruise in the yellow arc down low so I let it. I’m not inclined to mess with Vne though- no need in routine flying - but if an emergency descent ever is needed, its nice to know a ton of extra margin is there.
  37. 1 point
    Perhaps you can explain why my gyros has carbon dust in the bearings even though the pump is older than the Gyro and has not failed?
  38. 1 point
    Yes, a fuel measuring stick is very useful for your M20C. The best fuel stick will be one you make yourself. A wooden dowel, a paint stirrer, or similar that you mark yourself will be the most useful. The max fuel you can have in the tank without reaching it with a fuel stick, is only about 8 gal. And that is probably not enough to consider for take-off purposes. In other words, if there's not enough fuel in the tank to measure with your stick, there's not enough fuel to go fly. From here it gets more high tech, more accurate, and more expensive. Get an engine monitor with proper fuel flow and (primary) digital fuel gauges. Pair that with CiES digital fuel senders. Now you'll know how much AND where it is at all times. Typically accurate to within 1/2 gallon on each side. The more accurate your fuel information, the more range you have, the safer you are, and the more peace of mind you enjoy.
  39. 1 point
    I'll say... and at that rate he will be facing an engine overhaul pretty soon which will make the 2020 compliance and the Flight Stream add on seem like chump change.
  40. 1 point
    Not sure what additional equipment you mean... It does require a GPS signal for any ground based tracking, but it basically requires a GPS for everything it does, similarly it requires 2 G5s as well for pretty much every install. Now, if you're comparing it to the TT, yes, the GFC500 does require more than just an 'autopilot'.
  41. 1 point
    I was told that flying coupled approaches is a significant certification challenge, and has to be done with each pairing of approved GPS navigators.. Any truth to this? What does the Garmin need additionally to be certed for this? Nav
  42. 1 point
    I have not listed it yet. Have a few inquiries based on this posting. I don't even have a spec sheet completed on it yet. I need to figure out what I have first then I will start the process in earnest. You guys have been a big help so far. Thanks to all!
  43. 1 point
    “If you have to ask, darling, you can’t afford it.” And wrt Bob Belville’s analogy, thing one: I like it! And thing two, Exciting women are expensive. And thing three, we are so worth it. That goes double for beautiful airplanes.
  44. 1 point
    According to the book, my Moony stalls dirty at 57mph, lean at 67. Vx is 80, Vy is 105, with 120 being a fasts cruise/climb. Gear speed is 120, flap speed is 105 (all in mph by the way, mine is a 62). If mine has a maximum cruise speed I don't know what it is, I just try and keep it out of the yellow in rough air. Vne is 189. For approaches and whatnot, hey, it's an airplane. Fly it.
  45. 1 point
    Please don’t ask me to think about how much it costs! Besides, I’m not very good with numbers.
  46. 1 point
    After having a significant issue (high resistance) with a set of Champion massives, I opted for the Tempest. Sent from my iPhone using Tapatalk Pro
  47. 1 point
    I have fine wire Champions in my Ovation but the next time around I’m going with Tempest. I had 3 of my Champions go bad therefore I wouldn’t use them again.
  48. 1 point
    Looked normal for this type of flight to me too. Nothing cringeworthy. The most "difficult to watch" part (other than being a little mundane) was, head-cams make me dizzy.
  49. 1 point
    Perhaps I've missed something with regard to engine data. Looking at your richest cylinder's data, at what mixture setting does the engine begin to get rough?
  50. 1 point
    Tri flow is the correct answer. You might want to lube everything else in the system all the way to the elevators too. Sent from my LG-US996 using Tapatalk

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