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Showing content with the highest reputation on 01/13/2019 in all areas

  1. Bob, I can’t tell you how glad I am to hear the results of the inlet rings on your bird. It fits consistently with the three models now that have the larger rings ( E, F, & G) all with similar results. Since the original rings were the identical size as the LoPresti inlet openings, it stands with good reason to believe that anyone experiencing CHT problems with the LoPresti cowling, to enlarge the openings to 5.75 inches. Pricing is estimated at around $6k with new cowling, baffling, induction system and spinner. David
    3 points
  2. FWIW, I have flown 3 times in the past week since we installed the larger air inlets. Yesterday with Nancy along I purposely climbed to 7500' at 90 kias and full power to see how warm the engine would get. CHTs were 330-360 at the top of the climb and settled out at 310-340 when level at 75% with cowl flaps closed. Oil temp hit 200 max in the climb and settled in below 190. This is a great improvement - our work here is done!
    3 points
  3. It’s also about priorities. I bought my Mooney when I probably shouldn’t have - second year in residency and pulled moonlighting shifts to be able to afford the fixed costs. But owning the plane was a priority - we didn’t have children and fiancée and I were long distance. But the plane got me to see my fiancée/ wife on countless occasions, brought me safely to the hospital to be able to make it to both my daughter’s births (don’t ask), got me to be with my grandmother when she was critically ill and my grandfather when he was dying. I wouldn’t have been able to get that type of utility or flexibility out of a rental. The plane is now like a second dog - part of the family. If you’re flying more than 75-100 hours per year the costs usually work out in your favor to own. Else get in on a partnership or a reasonably small flying club. Now that I know what it takes to properly maintain an aircraft, I wouldn’t fly a rental unless I had a very good understanding about those concessions / deferrals were on the 100hrly. Doubtful you’ll ever get to see that as a renter. Another perspective: single engine ownership costs are in line with having two kids in daycare. A third kid in daycare and you’re probably in SETP/ high performance twin strata.
    3 points
  4. It's January 7, 2019. I didn't get the plane back by the end of the year, but I'm told it will be done tomorrow. It's been a long 3+ months. If the weather holds, (it probably won't) I'll go over and break in the engine tomorrow afternoon. Otherwise, I'll wait for a weather break to do it. Knock on wood, except for the time without the plane, this process has gone relatively smoothly--even dealing with the insurance company--so far. Timing worked out perfectly for installing the new, new panel. Peter finished it today, and says everything works. Here's the latest picture. New is the upgraded MVP-50 Display and the addition of the GCU 485 Control unit. I'm REALLY looking forward to that! No more hassle with the clumsy TXi knobs and touch screen, and the PFD is back on the left where it belongs. Next thing on the agenda, either the GFC 500 or the AeroCruz 230. The GFC 500 does advanced VNAV and IAS clinbs and descents. The AeroCruz, if it becomes real, provides easy installation.
    3 points
  5. Klinkers... metal deposits found after cleaning out a furnace.... the sound they make when shaken around in an ash can...? Valve deposits that are perfect circles, look like a pizza are good... valves that are not transferring heat the way they should will have a specific colored area at the edge of the valve... sticking valves, don’t rotate as needed.... Lead deposits are most common when the pilot doesn’t actively lean on the ground... start-up, then lean as soon as practical... it may take warming up a minute or two in winter.... if you don’t lean actively after starting the engine... small lead balls will collect in the lower spark plugs... tiny shot like balls... if they form slowly over time, remove and plugs and put them back... the plug has plenty of space to have a few in there... they will short the plug out eventually... it will be obvious on the engine monitor as this happens... be familiar with how to perform a run-up looking for individual plug issues... Leaning on the ground is more of a challenge when you don’t have a FF instrument or an engine monitor.... Nice work learning about your Bravo... Spend some time researching exhaust system issues specific to the Bravo and typical of other TC’d birds... There have been discussions regarding V-clamps and exhaust pipe thinning that are worth knowing... Always helps to have a CO monitor in the cabin for Plan C... MS also has a section specific to Bravos... in case you haven’t found it. PP thoughts and stuff I read about on MS... this was meant to be helpful information, i’m No expert at writing... Best regards, -a-
    2 points
  6. Camping at the airport itself is only available to Aero Club members (the ones who pay for a membership to get unlimited landings). I believe the camping area is at the end of RWY 04, and there are a couple notes on the website that Aero Club members should “ask about underwing parking.” Club members also get 50% off the island’s other camping site fees.
    2 points
  7. We are feeling very lucky to fly this weekend. Airplanes certainly open up things that would not otherwise be possible. After work Thursday, I flew a friend to KPHL from Erie (KERI) to visit some of her friends. After a fun night, I flew up to Boston (KBED) to pick up my 13 yo daughter from school. We turned around and went back to KPHL to catch a 76er’s game. We have the rest of the weekend to relax. Then on Sunday, KPHL to KBED to drop off my daughter and then back to KERI. The first photo is on the ground at PHL on Thursday. That smile says it all! Bradb 2006 Meridian N951TB Former Acclaim
    2 points
  8. 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.
    2 points
  9. Nice, thanks for the update on the cooling off process. I am glad someone properly looked into it. I will pass this on.
    1 point
  10. On my 82 231 the voltage regulator is over the copilot's feet.
    1 point
  11. Yes I was a member. I also purchased the Mooney Mite C.D. that has most of the Mooney Mite site content...
    1 point
  12. Also look for both square blocks to be there... They appear to be the up and down limits... for this system... They also appear to be held in place with a single set screw... For all parts mounted on Mooneys... the fine folks, including Dan at @LASAR can help with replacements... PP thoughts only, I have not seen this system up close at all... Best regards, -a-
    1 point
  13. Like Anthony said. My guess is that the alternator is located very close to oil filter. Somebody may have knocked off(or broke) one of the alternator wires. The alternator is attached to the back of the engine just behind the oil filter.
    1 point
  14. Dublin Intl is available for the princely sum of €3000 per month The GA airport is the one that won't take me back. There's 600 m (2000 ft) of tarmac at about 1 hr away which is also pretty expensive I believe, but I've emailed them. Ideal situation is the old base reverses their decision but we'll see how it goes. As for the drainage it's actually very good. I went there yesterday after overnight rain and the strip was still good and hard underfoot. I appreciate all of the comments.
    1 point
  15. I used King and found it to cover everything I needed to know. The only problem was seeing Martha in her 1980's orange jumpsuit and a perm. That was too much to take at times.
    1 point
  16. Altitude hold is derived from a barometric sensor coupled to the static system. If your Century 31 operates correctly in pitch mode but won’t engage or hold altitude mode check the static connection and static system. Have a look at the maintenance section of the Operating Manual for suggestions: Century 31 Operation Manual
    1 point
  17. That’s is a good price and if I didn’t buy a Sidewinder I would have definitely jumped on this one!
    1 point
  18. OK, as you may have seen, it got quite a bit colder in the last week or two in Europe! I set the heater up, fuelled with a mixture of heating oil (transpires that on its own this is too viscous at low temperatures for the fuel pump to manage), Avgas (to thin it down) and road diesel (to top it off). As I'd let the batteries go flat, I had to run it with a battery charger attached (hope the batteries recover after a full charge!) The initial draw is horrible (like 7-8 amps) but it settles down to about 2 amps when it's fully fired. The temperature as shown on various thermometers in the hangar was +1dC, connecting the battery minder to the aircraft and running the JPI monitor gave 28dF for the imperial probes, and -4dC on the metric probes. As the snow was not so crunchy outside, I'm more inclined to think it was nearer +1dC than -5dC - probably about 0dC Put the two top cowl plugs in, but no cover, and left the intercooler and induction plugs out. Heater took just over two minutes to fire up to hot output, and then put the heater output up the right hand cowl flap and set it to max (nominal 5.5kW of heat) Took readings from the JPI every 20 minutes or so and plotted the resulting temperatures from the JPI. After half an hour, the right side of the cowl was warm to the touch (to be expected), but the induction and intercooler ducts were warm too, so put in those bungs. As to be expected, the EGT's rose quickest (greater external surface area to mass ratio), and the right side warmed faster than the left. The oil temperature is as measured by the JPI (ie top of the crankcase just behind the prop) as I didn't have a thermometer that I trusted not to end up in the sump if I dangled it down the dipstick hole! Chart below, left temperature scale in dF, on the right in dC. Final sample is after 75 mins of heat, max output used the whole time, fuel consumption (approx 0.75 litre) suggests it is in the right ballpark. I would guess that if the heat was removed the temperatures would even out through conduction, but that will be another test another day, when I'll also look into possibly better duct positioning/sealing/direction to improve the distribution. My conclusion: It works, but 5kW is barely enough! Maybe a cowl blanket will help a bit, but I doubt even with that it will be easy to get the whole engine from freezing to +90dF in an hour
    1 point
  19. Carusoam, I pulled that video off of YouTube - not my airplane. But there is a 'dead miss' on the engine and #1 has no CHT or EGT. So there is no compression and resulting combustion on #1 and that is reflected by the engine monitor. The valve, probably exhaust, is stuck open - never closes. Seems to eventually generate a little EGT on #1 so there must be some ignition causing some flame. As for maintenance, that's just basic maintenance: regular oil changes. My engine monitor is old enough that it does not record. But the Insight GEM pilots guide has a very good section for diagnosing engine problems based on what is displayed. ......not an expert on anything
    1 point
  20. I have the CNC tools to make these and would be happy to make extras and sell them at cost if I could get the profiles. I have a 4'x8' laser that would be perfect. There are also multiple online fabrication services that could quickly cut these with the right cad data. If anyone has scans I can digitize them and start cutting.
    1 point
  21. Adding the third piece of data... UND has both a PPL and IR set of videos... Free and online. At least they used to... The duo of kings (not to be confused with BK) were great teachers in their day... VHS tapes were all the rage... chance to win a Mooney M20J was one of their give-aways.... Best regards, -a-
    1 point
  22. Definitely go with King. Their videos are great and always updated. They also have a great companion app that will let you download sessions so you can view even w/o data.
    1 point
  23. We repair them for a flat fee of $350.
    1 point
  24. It might be $150, there are two different prices on the website. But yes on unlimited landings. Camping is half-off the other campsites; I don’t know how much it costs, if any, to camp at the airport or under your wing. But now I want to find out...
    1 point
  25. King’s is all you’ll need and the least boring option to get through. Sent from my iPhone using Tapatalk
    1 point
  26. I used Sportys and the course was good but not nearly enough for the test. Supplementing with Sheppard Air after the Sportys videos really got me prepared well.
    1 point
  27. When I bought my airplane it had a switch to select between LORAN/NAV1/NAV2 to drive the autopilot. The LORAN had been deleted, but it did work to switch between NAV1/NAV2 to drive the autopilot. I used it frequently until the autopilot died. When I paid up for a large, reputable, more expensive avionics shop to do my panel rebuild, install my IFD540, audio panel, EDM-900, etc., etc., the time came to layout the panel and decide where all the switches went. They didn't have a spot for the NAV1/NAV2 switch so I suggested one. They said they were deleting my NAV1/NAV2 switch and refused to replace it. This led to some significant discussions since they hadn't indicated that they'd be deprecating functionality that my airplane had when it entered their shop, and particularly regarding waiting until my airplane was already disassembled in their hangar to inform me of this. I told my AI this story the other day and he was incredulous, since adding that switch is a minor modification, and my airplane already had it when it went into their shop. They cited safety concerns (You could select the wrong radio!) and pointed to the Avidyne STC since it did not show such a switch. I could go on, but you get the idea. If you want that switch, which I think is useful, and you hand your airplane to somebody to change the avionics around, make sure they're not going to delete it. Many airplanes have such a switch.
    1 point
  28. I used Sporty' for PPL & IR, I purchased Gleim for Commercial and CFI and was not impressed at all
    1 point
  29. 3t plug looks a little oily. 1 looks like there is something on the insulator. Inspect more and report back. rest of the plugs looks good keep doing what you have been.
    1 point
  30. 1 point
  31. I had assumed preservation of most of the old cowl with Gen1 meant much quicker, simpler install, but that appears not to be the case. I shall wait it out. Let me know when it makes sense to get in line formally for my C model. Don't forget the C/G owners need the cooling help more than anyone else!
    1 point
  32. Just a suggestion, as it's a little different everywhere: Ask around at your new field and see what everyone else does. There might be an A&P that keeps an aircraft there who can help in an emergency. I kept my Mooney at a field with no maintenance, and flew it to an adjacent field for annuals, etc. I was pretty meticulous about any tiny thing that might even LOOK like it might need attention and I would have it addressed. Ironically, I was forced to move to the field where my mechanic resides last year, and needed him for unscheduled work for the first time two days ago.
    1 point
  33. Flew wed. No place to go but putter around the county.
    1 point
  34. KLRDMD - N7979K. What a great Baron. I had the pleasure of owning her from 1996 thru 2001. Building time in this fine machine throughout the US and Caribbean enabled me to advance my aviation career to a Corporate Pilot. I can see by the pictures posted the upgrades of avionics and interior over the past years. I hope you enjoy her as much as I did. I would love to have the opportunity to fly her again. Regards, R. Rico ATP/COMM /iNSTRUMENT/SEL/MEL LAND.
    1 point
  35. You really do not understand Catalina. AVX is a private airport open to the public that is owned and managed by a non-profit private land trust called the Catalina Island Conservancy. The $25 landing fee is charged and collected by the conservancy. You can also receive unlimited landings with an annual $125 conservancy membership. We can criticize how the Conservancy uses or doesn't use that money, but it's not a fee imposed by any city or the State of California.
    1 point
  36. Sure, how about we call that section "the rest of the internet" and keep mooneyspace about mooneys and aviation?
    1 point
  37. Took my Commercial Multi w/ Instrument check ride this morning. Flew to the test airport site and landed at 11 degrees F at 7:30am. Winds were whipping too. This picture, from a week ago, shows (in the background) the twin Mooney that I trained in and used for the exam.
    1 point
  38. 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.
    1 point
  39. Sent from my iPhone using Tapatalk Pro
    1 point
  40. Do you depreciate the CapX over the GAAP standard 3 year or a more aviation-realistic 3 minutes?
    1 point
  41. I have never had my airspeed indicator checked for an IFR cert. They check your static system for leaks and your altimeter and encoder for accuracy and friction.
    1 point
  42. “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.
    1 point
  43. I’m going to resurrect an old thread for my first post. I am buying Cal’s 201 as my first plane. Great memories from SoCal.
    1 point
  44. The guys at APS/GAMI tested the cool down theory with actual data. They drilled and installed temp probes in the housing at the bearings and in the oil. They discovered that the turbo was coolest on landing and rolling out on the runway. The taxi back to the ramp just slowly adds heat back to the turbo. And sitting and "cooling" it down, just actually adds heat as well. It's the oil and the hardware that is important, not the gasses. I've been rolling up to parking and shutting down immediately for nearly 500 hours and have a whistle clean turbo and no "chips" anywhere to be found.
    1 point
  45. 1) Sugars come with other sticky buggy problems... 2) freezing point depression depends on the number particles dissolved in the solution... with NaCl, you get 2X the particles you get with sugar. The molecular weight is part of the equation as well.... where the number of particles per ounce matters... 3) anything you spread around the plane has a high chance of getting in and on the plane... salts are bad for promoting corrosion... 4) Visiting Montreal recently... they combat a lot of snow... instead of melting it, often the focus is on improving traction. A fair amount of sand gets spread on icy surfaces... improves grip, doesn’t promote corrosion... 5) Spraying TKS on Things is OK, just not on walking surfaces... very slippery. 6) Using water to melt things very often depends on the temperature of the surrounding surfaces. A high chance of getting it wrong and making the problem worse... Sand works pretty well... if you get it wrong, it can be swept away.... Best regards, -a-
    1 point
  46. 226 hours in the Mooney... so far. We're away from home with the Mooney and won't be home until next year. So we expect to add a few more hours before we're done. Also 291,431 miles as a United passenger... but those can't be logged so they don't count.
    1 point
  47. Check plug resistance <5K ohms.
    1 point
  48. I probably wouldn't fly away from my home airport 84R, where SWTA is based, right over the top of Don Maxwell's at KGGG, to get an annual done at Jewell's. But they are at the very top of my short list for an engine overhaul and upgrade from MB to SB, when it comes time. I hear nothing but great things about their work.
    1 point
  49. Ain't Mooneyspace great? We get all over annuals that are too expensive, and then we beat up on shops that are too cheap. If I were a mechanic, I'd work on washing machines and just have to deal with grateful housewives.
    1 point
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