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Showing content with the highest reputation on 02/16/2019 in all areas

  1. Here’s a pic of 1st flight... These guys are great !!! Heath Aviation 5A6 Winona, MS 38967
    3 points
  2. In my personal experience fine wires are cheaper than massive. In cost per hour, of course. Sent from my iPad using Tapatalk
    3 points
  3. Looks like we’re going in for paint in October - Jeff with American Plane Painting Company has been FANTASTIC so far in answering questions and always making himself available for a phone call. I saw a Cherokee he painted in a Miami hurricane scheme (I tried not to judge planes paint job by its school colors). The paint looked amazing as did the line work. He’s at Craig field in Selma Alabama - can’t wait to get this part of my refurb done. So now here’s what we have - Don Maxwell annual in May - Weep no more for both tank reseals and fuel sender overhauls in july Strip and Paint in October. Busy (and expensive) year! But it’s all Stuff that really adds to the airplane. seriously - Jeff at American plane painting is worth a look at it you need a paint job.
    2 points
  4. Bobby it just keeps looking better and better, Sweet ass E.
    2 points
  5. That was one of the reasons stated, but he had been trying to get rid of it for years before 9/11. Basically, he was just a dick flexing his political muscle.
    2 points
  6. Your JPI shows -7°C at 5500 MSL. That's about 20°F. I'm not even sure I would call that cold.
    2 points
  7. Hello all! I'm excited to announce that we've become a sponsor of MooneySpace! After working in aviation insurance both as an agent and an underwriter for the greater part of the last decade, I started an agency that services all aviation insurance segments- personal, business, and commercial. While aviation is experiencing a general hardening of the insurance market (capacity going down, rates going up for some policyholders and new customers), we will professionally represent all clients in such a way that ensures they receive the best prices and most broad coverage available from each respective carrier. Clients can rest easy knowing that they are being represented by true aviation professionals. Feel free to reach out here, thru the web form at AirspeedInsurance.com, or by phone at 214-295-5055. My email is Parker@airspeedinsurance.com. As always, if you have any insurance questions or would like a quote, feel free to contact me. I look forward to working with you all! I'll also be making a few more posts over the next month addressing common insurance questions and concerns. Parker Woodruff
    2 points
  8. I’ve used BY plugs since my first annual with no fouling, but I lean aggressively. I think the discussion should be: BY plugs or fine wire plugs. Assuming they’re approved for your engine, can anyone come up with a reason to use non-BY massives? I had a brain fart and dropped a BY plug during my recent annual. It was a $40Cdn mistake vs a $120Cdn mistake. One advantage of fine wires would be less potential to have a carbon bridge short. I had that happen last month.
    2 points
  9. The day after I bought my first Mooney, A friend and I flew it from Denver to Oshkosh at night. I had about 5 hours in Mooneys with no training. I had it pretty well figured out by the time I got home. Anyway, we got tired of Oshkosh after a day or two and decided to fly to Chicago. We landed at Miggs. It was the fourth place I landed in my new Mooney. Somewhere I have a picture of me with the plane and the Chicago skyline in the background. I will have to dig it up, it is in a box somewhere. That was '84
    2 points
  10. I picked up my '66E from Hawk in Tampa in June. ~$12,500 for high quality job, complete strip, remove all control surfaces and access panels, repairs, primer, base white and 4 metallic trim colors, all Imron. (I had several other, higher quotes but Hawk has painted several MS planes.)
    2 points
  11. Nice find, Mitch! I will visit Chicago more often when Meigs returns... Best regards, -a-
    2 points
  12. At Mooneyspace we have videos so you don't have to get dirty.
    2 points
  13. Starting problems can be caused by a wide range of issues. Throwing parts at the problem will eventually work but probably not the best course of action! You likely could’ve had your mag IRAN’d for the price of four fine wires.
    2 points
  14. I’m not quite sure what to make of this statement. The landing gear in all models of Mooney is mechanically interlinked between the nose and main. We don’t suffer from nose gear collapse like bonanzas when the gear actuator goes bad. Unless so badly out of rig that one overcenter lock is engaged without another (almost impossible), the landing gear is locked when the floor indicator says its locked. No need for or indication to do anything manually. I would not engage the manual crank to push the gear further down unless you have a partial extension for some reason and your gear down indicator is also telling you the gear is not down. I would highly recommend sitting under the plane with the belly pans off during the retract test during annual to see how the gear works. It’s a pretty ingenious design.
    2 points
  15. All these fancy words is too brain stretchy,can’t we have a dirty jokes section or maybe a daily Marauder calender girl?
    2 points
  16. With Geneva Switzerland as the location feel free to ignore this post. But for anyone else experiencing the same... here's my $0.02 The problem could be with the airplane - When it comes to rigging and other delicate adjustments, until Don Maxwell tells me it's not the plane, I would be suspect about it. The problem could be with the pilot - In which case I'd want a very experienced Mooney instructor such as @donkaye or @mike_elliott to verify it's not the pilot. Virtually every A&P claims to be able to follow the instructions and rig a Mooney, but Don has rigged hundreds and flown them all. I once had a C that I was told was rigged correctly, then Don got.ahold of it. And it was a whole different airplane, and several knots faster as well. I've also had a few CFI's in my Mooney who would tell me about how "Mooneys are just like this" then later I learn better. There is a handful of instructors who have enough hours in enough different Mooneys to know better.
    2 points
  17. It doesn't look like the ones mentioned in the parts book from the 90's are available anymore. It looks like the 352T became the C352TS. Here's the new one (you might need a new bracket?) If your is already the 352T, you won't need the bracket: https://search.skygeek.com/?vwcatalog=stylespilotshop&keywords=H3R+Aviation+Model+C352TS&x=0&y=0#jmui=f%3A213%3A305419896%3AbDyGVKuX%bpkIP5u*X5gX18. With my discount at Aircraft Spruce I can get it shipped to you for $241.53 This explains the difference between the 1200 and the c352TS: https://www.h3raviation.com/downloads/rta1200-vs-c352ts.pdf
    2 points
  18. In March of 2015, we finalized the purchase agreement of N4352H, a 1979 Mooney M20J “201”. Early in 2017, we decided it was time to do a full modernization project and ensure the safest and most capable aircraft we possibly could. We figured that this project would take just shy of one year, so I dropped the airplane off one day before new hire class for my airline started. Upon purchase, the aircraft was equipped with the Aspen PFD2000 system, a single Garmin GNS-430W, the S-TEC55X autopilot, as well as the Lycoming IO-360-B3A6. With the exception of those upgrades, the airplane remained relatively original in its equipment. Her most recent coat of paint was put on in 2001 and scored as a 7/10, her interior was from 1997 and also was 7/10. Avionics: We first started the project at Airborne Electronics in Sacramento, California (KSAC), with an entire overhaul of the panel. After much debate, the decision was made for the following equipment: Aspen PFD2000, with Synthetic Vision (previously installed) JPI EDM 900 Garmin GTN 750 Garmin GTN 650 Garmin G5 standby attitude indicator PS Engineering 8000G audio panel Garmin GTX 345 transponder S-TEC55X with altitude preselect P2 audio advisory system Below is the old wiring being dealt with as we progressed through the tear out process. New wiring being installed, not a single one of the original wires were retained: The panel layout was drafted several times throughout the process and mocked up with cardboard cutouts: After harnesses were created the panel was cut and powder coated. All harnesses were assembled in a manner that lets the avionics tech remove a few screws and pull the individual components down and underneath the panel for ease of maintenance: Finally, operational testing of the equipment began, this was an exciting day for all of us: As an aside, I hated the rocker switches in the original panel, so we went with a more typical switch setup, for any CRJ drivers, you may recognize that battery master switch: The panel and glare shield once installation was complete and she was ready for her ferry flight to Auburn, California (KAUN) for annual: After annual she began her last flight as N4352H down to Santa Maria, California (KSMX) for paint art Art-Craft Paint (http://artcraftpaint.com/). Paint: I dropped the airplane off at Art-Craft and discussed our project. They were certain they could pull off the design within the 30 day window as quoted, and they delivered perfectly on time and on budget. The masking and foil process began the day I dropped her off: The paint was stripped and they kept me updated every Friday (minimum) as to her progress of becoming N187CT. The base layer was applied: And finally the picture that got me the most excited about this project, seeing the paint start to come together, taken two days before delivery day: Finally delivery day! I showed up via Uber as they were just putting the finishing touches on the aircraft: The final product. It was a mix between the Mooney Acclaim paint job, and another scheme that I preferred for the tail design: Below is the original design that we presented to them: Interior: We contacted Bruce Jaeger of Spatial Interiors (jaegeraviation.com) to come out to Sacramento to help us bring the interior into a modern age and style. Bruce spent three days in the middle of summer heat reconditioning and repairing our original 1979 plastics. The results were incredible. The attention to detail that Bruce demonstrated was second to none. He spent the time to repaint the center control stack as well to bring it inline with the rest of the aircraft stylization as well. Finally, the seats were updated to include "Mooney 201" badging. All in, the project took about 9 months, a long time to be without our beloved Mooney, however it was the best decision we felt we could have made to create our dream airplane. Kyle http://www.comstockaviation.com/
    1 point
  19. My Dad and I took off on a seven day adventure, 36 flight hours flying round trip across the USA, ocean to ocean. Just finished editing the Westbound part of the trip to the Pacific Ocean. Part 1: Westbound: Part 2: Eastbound:
    1 point
  20. This thread is beginning to sound like one in a Cirrus forum some years ago. Cirrus still had the bad accident rate and people were comparing it with the great accudent rate of the DA40, speculating it must be something about different stall characteristics. Being new, I innocently said I didn't think that was it. I had done falling leaf stalls in both and didn't see any difference. Wow! Did I get it for my dangerous attitude in daring to do such a dangerous, non-syllabus-approved maneuver! (For those unfamiliar, the falling leaf is a power off stall in which you delay recovery. You continue to hold the stick back, maintaining coordination with rudder. The nose bobs up and down as it stalls, unstalls, stalls...until you decide to recover.)
    1 point
  21. The 930 shows the fuel levels beside the "Estimated Remaining" fuel which is independent, based on the fuel flow accumulator. If the two values are mismatched an alert appears. This probably is due to pitch angle in climb or in my case due to the lack of an outboard sensor for near full tank precision. It might also reflect that the lineman didn't fill the tanks to the 64 gallon level in which case the CiES might be more accurate than the fuel flow info.
    1 point
  22. That's a external power supply. An option on some models, standard later on. I bought a used one from Jerry Pressley that included a battery cover with the solenoid, I think he threw in a spare little cover with a working spring to keep it closed. Or... Mooney sells a kit with everything you need to add the option with new parts. Hold on to your hat when you get the price.
    1 point
  23. Fine wire plugs go over 2000 hours for a set. I have 650hours on these Tempest fine wire plugs, and they look new. No electrode wear. Do not blast them with abrasive media. It’s not needed and it ruins the plugs.
    1 point
  24. Use caution... Stay focused... Keep it positive... Some topics are similar to steep climbs in an uncoordinated condition... Best regards, -a-
    1 point
  25. I bought some 12V electric blankets for my kids when driving up to the snow. They work great and I’m sure they would be just as good in the plane. Draw very little power and get nice and warm. https://www.trillww.com/carcozy.php
    1 point
  26. Jeff, The part that is a shame is that they filter the mosaic. I'd personally rather see an unfiltered depiction. Yes, it will have ground clutter and anomalous propagation on it, but it'll also show you the location of gust fronts and outflow boundaries that are currently filtered out. And it won't miss these events.
    1 point
  27. Use the search function to find a lot of info here. The CiES are super accurate compared to what we're used to. @fuellevel(Scott Philiben) is on MS. https://ciescorp.net/applications/small-aircraft/
    1 point
  28. My old engine would blow anything over 8 out through the breather quite quickly so I would fill to 8 at oil change, and then top up when it was down to 7 (I measured and scribed lines for the odd numbers on the dipstick). Towards the end of it's life with me (at TBO +10%), the oil consumption got up to a quart each 5 hours or so, and I experimented with letting it go down to 6 to see it that made any difference to the oil consumption . No improvement on the consumption by letting it go down, and no detectable change in the oil temperature - the certification for the engine has a minimum safe quantity of 4 but I wasn't prepared to go down that far. Currently holding the new engine at 8 and it seems happy there, but haven't got any good figures yet for consumption, having had to cope with a series of leaks caused by the exchange (which I think I'm just about on top of now, just need to go fly it more) I'm afraid I don't get the argument for increased quantity increasing cooling - the extra oil just sits in the sump, and the sump is not a great cooling facility. The pumped oil is just a transfer medium from the hot spots (ie head and turbo) to the oil cooler - as long as the oil does not contain a significant amount of air (due to the pickup being close to the surface, think of it like a bath plughole after you pull the plug out and the water level drops - it is only the last inch or two when it sucks air in with the water, and the last inch or less when there's not enough to fill the hole). The oil cooler has a oil heated surface area of something like four square feet, with thin walls, fins to increase the air surface area even more, and sits in an area of high air volume movement. Contrast this with the sump where the increased surface area of casing by raising the oil level from 6 to 8qts will be at a guess a few tens of square inches or less of thick aluminium, without the benefit of fins or a dedicated air flow
    1 point
  29. I installed it because according to the attached letter referenced as: 100S-13-31, from the FAA, replacement of a simple clock in non-transport category airplane is considered a minor modification. It was deemed that way for a Davtron clock, and for the FDS GT-50 clock provided that the extra functionality does not replace original instruments. I cannot imagine that the AV-20 wouldn't fall in the same classification. None of the non-clock functions in the AV-20 replace required instrumentation in my C. It's just a clock and has a representation of seconds. It meets the requirements of GRABCARD as it is permanently affixed to the aircraft, behind the panel. 100S-13-31.pdf
    1 point
  30. If I put 10 qts in it goes down to 8 within probably 6-8 hours and stays at 8. If I put 8 in, it stays at 8, so therefore I keep it at 8 . . .lol Only exception to that is with long range tanks if I was going to do a marathon flight I might add one extra quart for peace of mind, but usually even then when I land it's at 8 quarts and I have a quart of oil all over the belly.
    1 point
  31. Put in a USB power outlet when you remove the vacuum indicator - that's what I did.
    1 point
  32. I believe that’s a Lycoming recommendation to prevent morning sickness, insuring valve stems get ample oil. Tom
    1 point
  33. That’s a good point Skip. Also, I remember reading a Mooney NTSB report (I can’t rememebr which one) where the pilot had veered off the runway on landing and cited a cause as only one speedbrake being deployed which caused a yaw to one side. Either Precise Flight or Mooney responded by saying the brakes were tested on landing and takeoff with only one in the up position and it did not have a material effect on maintaining directional control.
    1 point
  34. Been waiting for someone to test asymmetric deployment at takeoff. Thanks for the pirep Speed brakes work by increasing the parasite drag. Parasite drag predominates at higher airspeeds. At best glide speed (L/Dmax) parasite drag and induced drag are equal, and below this speed induced drag predominates. So, adding additional parasite drag from the speed brakes has less effect at lower speeds. Skip
    1 point
  35. I saw your posts about that 252 when I first joined MooneySpace. But I was shopping for an M20C/E. I just didn't think I could afford a 252. But I never forgot about that Mooney, and now I'm close to having one just like it.
    1 point
  36. That thing looks like a whale shark. They do offer some cowl mods for those. I think, like the older Mooney’s along with the Comanche and other 60’s era planes, might have had cooling issues with those oversized openings. A friend with a Comanche 250 wants a new style cowl... and says that alone is a huge improvement where speed is concerned... probably way better cooling as well. The problem seems to be... the opening is bigger than the exit and causes a pressure build up, that spills some of the cooling air back out... (reminds me of my dear mother n law). Don’t know the first thing about that fancy propeller... but my scientific knee jerk reaction would wager, it has the abilities a piece of tape can only dream about. Haven’t installed prop vortelator, am waiting for first warm weekend. It’s been too cold... stand by for new details. I know everyone is on the edge of their seats.
    1 point
  37. From my experience, it has been no factor. I used to jump quite a bit and the local pilots loved having us around (at least that's what they told us). Now I'm on the other side and regularly fly out of an airport with a skydiving operation. They have not caused any issues for my flying. Not sure about the transponder requirements, but they are required to communicate their intentions and "jumpers away" on both CTAF and the ARTCC frequency (or other controlling agency). Their pilots will keep everyone in the area informed when they are in the air. You will find there are two very distinct types of skydivers. About half are the stereotypical crazy, do it for the thrill type. Strange as it may sound, they will quickly get bored and move on to something else. The other half are very intelligent, thoughtful, and safety conscious folks, who do it for the challenge it provides. Since perfection is illusive, they will stick around for hundreds or thousands of jumps. They're also the ones who will be running the operation. You'd be amazed how many of our skydivers were Engineers. Finally, you should jump with them to find out what it's all about. Pilots make the best skydivers (and visa versa), because so many things cross over between the two. Aerodynamics, energy management, traffic patterns, airspace knowledge, weather knowledge, FAR's, etc.
    1 point
  38. +1 I'll do the AV-20 about 20 seconds after it's certified to replace my factory clock.
    1 point
  39. I have a PF "standby vacuum system," and it's just a quirky relic from a bygone era. I don't intend ever to use it for anything other than entertainment purposes. (See, kids, we used to have to walk to school, uphill both ways..) Today, you can spend 0.8 AMUs for a Dynon D3 with SV, battery backup, and no install costs. And it actually decreases your workload in an unexpected partial-panel situation, rather than increase it.
    1 point
  40. Erik, I didnt stall the plane before the VG's were added, as they were added prior to the owner taking delivery. I stalled the plane at 52 kts about 100 # under gross. I trust the engineering data of the original stall speed was accurate.
    1 point
  41. Congrats!! I'm In the same timeframe. Dec 75 she got rolled off the line. I've been an F owner for two solid weeks now myself and I wouldn't change a thing Looks as though we have three very close tail numbers in just this thread. Enjoy the flight home! Sounds like you found a good one with a cooperative owner and that is awesome to have on your side. I can't say enough good things about the previous owner and his willingness and flexibility to make things happen. Sharing of documents, pictures, meetups, etc. made me really feel at ease throughout the process.
    1 point
  42. Hank, the inside of my freezer is significantly warmer than outside my house right now. I'm not sure why I live here. I have flown in some stupid cold weather in the past. With proper preheating the airplanes generally did well in the cold. As Lance pointed out, If the cockpit isn't' preheated the gyros will make the most awful noise. It's worse than nails on a chalkboard. Two years ago I had an accident that changed the way I thought about cold weather flying. I now put my limit at 5-10F and daytime only. Packing warn cloths is important. But in the event of a forced landing there is a good chance for injuries. Injuries that could make it impossible to put on the said clothing. It's also possible you could be pinned in the airplane or knocked unconscious and several hours from help arriving. Due to the bulky nature of cold weather gear it's difficult(uncomfortable) to be fully suited up while flying in a GA cockpit. I crashed in the dark when that OAT was 5F. My gloves and hat were on the seat next to me at the start of the flight and nowhere to be found when I came to. I suspect if it were daytime I would have found them. I was wearing a sweatshirt and my jacket was in the rear seat along with my Carhartt Bib Overalls(I brought the bib overalls in case of a forced landing). Luckily I was able to free my self and crawl out of the airplane. I tried to put on the overalls but was unable to due to my injuries, so I threw my coat on and headed off for help. By this time my hands were so cold I couldn't zip my jacket up. I was only exposed to the elements for about 1.5hrs yet I had fairly severe frostbite to my hands. It was 4 months before I started to regain feeling in any of my fingers and still have some areas that haven't returned. This was at 5F. I can't imagine if it would have been -20. So I would stay home on Wednesday. People worry allot about flying over long stretches of water or mts. But -19F surface temps render the Midwestern terrain just as inhospitable. Cheers, Dan
    1 point
  43. A thought I follow in my flying. Consider an off field landing when flying in the winter. Even if it is 10F or 20F consider to bring enough cloths and cold weather gear in case you need to make an off field landing. You don't want to freeze to death waiting even 2 hours for the help to arrive in that best case scenario when you are uninjured and you have a triggered ADSB-GPS-ELT and personal locator beacon to pinpoint your location quickly. In light clothing, you might not make it in -5F, -10F, -20F...-50F with. wind chill. I wear enough coats that I would be willing to spend 20-30 min in the environment without suffering (and longer with a bit of suffering) plus I carry sleeping bags, blankets and heck I throw in my cowl blanket cover which can serve that other survival gear purpose. That is separate from the airplane. I flew last week in -5F (on the ground), which is my current limit. It was -23F (still air) last Tuesday when I wanted to take my wife somewhere, but sunny - I delayed until the temps rose to -5F. (I think it was 5F for a high that day). I wouldn't go to Wilmar on Wednesday if it were me. I picked up my airplane from weapnomore just over 2 years ago on a chilly Jan day - but not THAT cold! Now you want to see some really cold temps? REALLY cold. How is -62F (still wind temp)? Right now. But no worry - see there is a warming trend. Ah - Verkhoyansk, Ru - middle of Siberia.
    1 point
  44. Sky beacon. As per moniacX, they acknowledged my cancelation and now reordered through Lafayette Avionics via eBay. And it shipped today.
    1 point
  45. I have just about 500 hours in each... which I know isn't much But I'd take the Johnson bar all day long.
    1 point
  46. I see the fuel gauges being as important as the other components of the engine monitor. I believe the EGT/CHT/Oil temp/pressure, etc. all work to protect the investment in my engine. I see accurate fuel gauges along with accurate senders and accurate totalizer/flow data, as critical to allowing me to fly far with confidence in my fuel situation. Which is a safety factor. We hear regularly of accidents because of fuel miscalculation or misinformation or just carelessness. I'm trying to hedge against that happening to me. But at the same time be able to use the complete range of my airplane. In my mind, my engine monitor with the fuel gauges, is right up there with the most important safety equipment in my airplane. Obviously I've invested heavily in my panel. But the only item that for me, was a "must upgrade" when I purchased the plane, was the engine monitor and CiES fuel senders. Everything else was just because I could and wanted it.
    1 point
  47. I thought about this when I was doing my engine monitor. But I couldn't figure out anyway to remove the old gauges and leave the fuel gauges. They're all part of the same cluster in a Mooney. So the only way to remove the cluster is to replace it with an instrument that covers all gauges in the cluster. I didn't want a bunch of old "inop" gauges in the panel. Since installing the EDM-900 which was the cheapest way to replace all the old gauges... I've found the fuel gauges to be the best part of the upgrade. I now can skip fuel stops I used to have to make, just because I know exactly how much fuel I have and where it is at all times.
    1 point
  48. We sprayed on a wet coat. Sprinkled the shark grip on from 3' high and very carefully, then sprayed another wet coat on. That stuff comes out of a salt shaker far far too fast and heavy. I ended up putting some in my palm and taking a pinch of it and carefully spreading it by rolling my two fingers. It's like dust so move slowly. You just need about ~20-40 grains per sq in.
    1 point
  49. If you're going to go to the trouble to strip it, consider going ahead and just use paint and shark grip it's tougher and looks better both. you can roll it on as well.
    1 point
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