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Showing content with the highest reputation on 06/19/2019 in all areas

  1. 4 points
    I HAVE had a corrosion issue with my airplane but it was in a location that seems unlikely to be related to tks, which is in the fuel tank area. And I had not been using, or even been aware of, the anti-corrosion misting agents - but I am now! But - not doing TKS because of worrying about corrosion, is worrying about a chronic problem vs an acute problem. Sort of like deciding not to get an x-ray to examine your broken arm because you are worried about the possibility of the cancer causing properties of x-rays. If you find yourself in a situation wanting-needing-wishing for tks, because of an inadvertent (or fiki) ice encounter, I promise you, if you flick that tks on switch, you will not be thinking about corrosion at that moment.
  2. 2 points
    I don't see any evidence of poor judgement. This isn't a VFR pilot who finds himself in IMC despite a mountain of evidence it was likely. This sounds more like a guy who cognitively accepted the risk for the thrill of it. Similarly few would say that the act of climbing mt Everest is poor judgement but the risk of death is very high. His calculus of risk/thrill was just different than ours. But it was his life to live on his terms and he didn't own anything to us. Don't forget that for 90% of the public climbing into a small airplane is in itself an act of lunacy. You could just drive a safe Volvo. Your risk calculus may vary. -Robert
  3. 2 points
    Forty years ago I flew our Cherokee to New Mexico to visit the in-laws. Got home, slammed the door, sold it and bought a Mooney.
  4. 2 points
    I disagree. I think poor judgement, irrationality and faulty decision-making are normal states of the human condition, and require no additional explanation. The goal is to find ways to mitigate those faults that everyone is capable of. Blaming the on unspecified "mental health issues" is another way of saying "it'll never happen to me."
  5. 2 points
    Discussing these quirky operational things... at least keeps it from happening accidentally... Things to consider... Prop strike at cruise speed... Black smoke seen after contact with the water... engine no longer with the plane... prop blades bent far back... Plane seen climbing rapidly before stall and plummet... Larry sure did leave us a lesson we can all abide by... The compliance of water is quite strong. Those hydrogen bonds really hold the water molecules close together. Density of water is pretty high. Conservation of momentum rules... Chance of survival after coming in contact with water at cruise speed, is proven to be quite limited... Controlling speed requires having control of the plane. It appears the plane may have had its WnB, or even center of lift, altered upon impact... So, things we learned from Larry’s flight... If your flight prep includes checking the wave height at the Jersey shore, add several hundred feet to your planned altitude. If required... Remember to slow to near stall speed before landing on the water. Water isn’t very friendly at high speeds. People aren’t going to be very friendly after you load up your risk level. Or place your loaded risk level onto somebody else. Broken planes are hard to control. Altitude above the plane still does nothing for the PIC... MSL has variations, in reality. I hadn’t ever considered flying over the surface like that. Actual height above the ground is hard to establish without continuously scanning... A simple controlled descent in a Mooney is accomplished at 500fpm... about 10’ per second... Avoiding a controlled descent to the surface takes a lot of talent when traveling 10’ agl... Changes in wind, changes in temperature, change in atmospheric pressure...lots of things that can cause a descent... That’s pretty eye opening. RIP, Larry. Best regards, -a-
  6. 2 points
    Bucket List Flight today Beautiful morning with maybe the best opportunity for flying while we're here in NC so we flew out to First Flight. Fairly smooth, hazy flight but the winds do swirl around a little coming in final over the beach to 21. Once you drop below the treeline it changes again, but wow, how cool to land there. I get emotional about some things but must say I was a little surprised at the level of emotion I felt being up there on top of the hill. There may or may not have been a few tears shed. We back taxied on 21 along with two other planes departing and my wife snapped a great picture as we lined on 21 and waited for the Cessna ahead of us to depart. If you look close you can see the monument in the background.
  7. 2 points
  8. 2 points
    Flying at single digits low level is stupid, especially in a single engine airplane. And the hours this guy had were too few to go about this. I have 1000s of hours low level and I've done some stupid things over the Pacific Ocean in a B-52G at 390 KIAS, but never 10 feet! Either act is stupid. But a Buff at 10 feet AGL going 390 KIAS would attract attention and make noise. A little bitty Mooney at 10 feet is 'meh'. Therefore, he gets no cool points from anywhere. RIP. This is my first post. I love flying my M20C. But I like cruising at 10,000 feet. More time to make decisions.
  9. 1 point
    Hi all About to embark on yet another project. I’ll make this a running thread. This will be a G5 HSI install interfaced to a century IIB autopilot. Various resistors, capacitors and transformers provisioned from a combination of mouser, Newark, digikey, spruce and one other supplier that I wasn’t previously familiar with. If anyone wants the list of various items needed for the autopilot interface (the king and century iii interfaces are much simpler than the century IIB) pm me I’ll be happy to provide . It was about $200 of various parts and wiring in addition to the unit kit itself. A very big thank you to @LANCECASPER for ordering the G5 for me. Thanks Lance. This work is under the supervision of my IA. Step 1: determine the optimal location for the GMU11. After looking at what it would take to fashion a hat shelf / bracket in the empennage sufficiently far away from the trim motor, I thought twice about the empennage as a location even though I had two sets of wires pre run for just this purpose. Let’s move to where mooney installs their magnetometer in the wing opposite the aileron roll servo. Cool. Open the wing and locate the proper spot along the wing rib. I got a laser level (auto level on a gimbal) for this job ($50 on Amazon and can be used for a number of other projects around the house and even as a steering line for putting the plan in the hangar at night. Specs exceed that called for in the G5 installation manual). Cool. The aircraft sits 2.4 degrees nose up on level ground. So- the magnetometer will sit 2.4-deg up from the level line. Of note the bottom skin sits 1.6-deg nose down due to its chord at this inspection panel / station so that would have to have been taken into consideration if I wasn’t using an auto-leveling function. The holes will be drilled in the rib skin on a level line, so the bracket I’ll fashion will need to sit on a slight tilt up to match the angle of the aircraft on the ground. I had to dig out the trigonometry and determine for a 2.4-degree angle that my forward screw hole would need to be offset 0.178 in down to raise the front of the bracket up. I figured it would be easier to manipulate the bracket holes than trying to offset holes on a rib skin in tight quarters that I really can’t have error for. I can always make a new bracket. Anyway the guys at the flying club were nice enough to give me a piece of scrap aluminum and they have a full sheet metal shop (minus band saw), so it was pretty easy to make something actually decent. Couple of additional pieces of scrap for doubler plates and we’re in business. A little self etching primer and a top coat and I’ll have a somewhat good looking shelf. (Now I just need to decide whether to blind rivet or river nut plates onto the doublets...). Step 2: I am out of circuit breakers. The installation manual calls for two additional breakers to be installed. That and I have a strikefinder to be installed during this down time so three separate breakers are needed. I think what we’ll do is what @jetdriven did for extra breakers which was to create a row in the center pedestal of the footwell (Byron I’m thinking the copilot side - still somewhat visible but more out of the way of control linkages and throttle quadrant cable routes than the pilot side). Anyway - I’ll run a 14-ga wire from the avionics bus to a new bus bar and will drill 3 holes for new CBS in that pedestal. Fashioned and drilled out a nice little busy bar from some copper 1/2 in stock today. The weekend project will to finish installing the Gmu-11, route the wires (as well as a sync wire for LED anti collision lights - it’s an awful job if you’re not an arachnodactylic contortionist), and fashion a new mounting shelf that will house the GAD-29b My other goal is to do nothing too invasive that the plane can’t be put back in service on relatively short notice (ie keep her flying). Thus I’m not touching the panel until the panel is ready to be worked on. Not doing a flush mount this go around - too invasive, etc.). I’ve also hopefully saved some time by prewiring all the 430W connections from my last project so that that tray doesn’t have to be messed with. In all I’m anticipating about 20-hours. Spent 3 on that shelf so far today. I’ll see how well the bradvionics shop’s quote come in this time.
  10. 1 point
    New guy just stumped Mooneyspace?! Even Doc?! What’s this world coming to?
  11. 1 point
    Careful use of Acetone with remove fuel dye. In your case extra careful use f you paint is very thin. Clarence
  12. 1 point
    I used Jerry Johnson out of KAFW for my transition training. I have flown with him for 20 years since I bought my first C-model Mooney. He is another good option if he is available. His son Mark is in the Houston area and would be another great option.
  13. 1 point
    Well, a polished aluminum Mooney would look awesome!
  14. 1 point
    I’m happy to close this one out with a solution and a lot of learning. Oh, and an AMU or two thrown out chasing the wrong culprit. The problem started with a low bus voltage, around 13.2, but sometimes 13.5, sometimes 12.9. Relatively variable during flight. Looking back through engine monitor data, it has been slowly declining on average for 2 years. Before that, it was solid at 14.0. Mechanic suggested replacing alternator at last annual so I did. Brushes were worn. I trust him very much on engine/cylinders/flight controls... in the future, I’ll do much more homework with electrical issues. No change with alternator. Lived with it for a while but it was declining. Tried to use Zeftronics troubleshooting guide but needed just a little more specific help as I had no experience troubleshooting electrical. Now I do. Talked to different mechanic. Talked me into new voltage regulator because “that’s cheaper than paying us for a few hours of troubleshooting.” No change in voltage. Although now I have a spare Zeftronics VR if anyone needs one. Decided to try my own hand. Bought $20 voltmeter at Lowes. Spent couple hours quality time with airplane apart. Cowl off, battery/avionics compartment open, instrument panel cover off. Identified two issues... Master Switch on my airplane is a single switch, dual pole. Not only does it Power the master relay, but it connects the alternator field wire. It isn’t the later model split switch. My switch is getting old. Voltage drop across it is the maximum allowable on the Zeftronics troubleshooting guide, .5 V. There is absolutely no access to change that switch without tearing out the panel. It’s on the list for next time the panel is apart. The other issue was the bus voltage was good (matched battery relay) but power input to the VR was .4-.6 volts lower. Found out the “alt field” circuit breaker was actually the power for the VR. Tested drop across the CB... .5 volts. New circuit breaker cost me $20 on spruce. It was accessible from under the panel so I changed it. Just flew it... 14volts and rock steady! Be aware, the electrical diagrams in the maintenance manual are model and year specific. I was surprised to see that both my field wire and my VR power wire went back behind the panel and then came back to the engine compartment. Also, that “battery master” switch on older models also cuts off the alternator field, so could be an area for resistance. They are cheap switches if you can get to them. Anyone want a working alternator with worn brushes or a gently used Zeftronics VR??
  15. 1 point
    Yeah, it'll take polish. The dye works it's way into the paint, to remove it you've got to take off a bit of paint. I had fuel stains on the wheel pants of my Cherokee (Cherokee sumps are notorious for leaking) and they never ever came off until I polished.
  16. 1 point
    Sorry are you REALLY tryng to convince this Brit that Americans can walk and dont just drive everywhere. .
  17. 1 point
    You can't put the cover on when you fly through the rain. Just make sure the drain is good. -Robert
  18. 1 point
    I also took off once without a fuel cap....that fell off the wing and onto the ramp. I also forgot to pull the cowl plugs out after a winter lunch. (They were/are wrapped around prop so I knew of error in a hurry). In summary “it” happens. Live and learn. I put a cabin cover on when outside overnight. Seems to keep cabin cooler...Is an extra step for prying eyes...and likely repels some water from cabin vents and front avionics access panels.
  19. 1 point
    I left the garage side door open and the dogs got out once. Got ‘em both back. You’ll have that.
  20. 1 point
    I KNOW! If I were smarter I would be doing this trip in November. But my son, the aeronatical engineering major is doing an internship this summer at NASA in Langley, VA, so the opportunity is perfect to pop in on him there, and then from there it is very close to KFFA, with him of course. I think since it is close enough we will walk to the museum but not bother with the town. On a hot tarmac it can be a melting experience to get bicycles in and out. Besides my son is also on the Cornell cycling team. He kicks my butt. Even though once upon a time I was on my college cycling team, and I was a good student...he is the new improved version: Bollt 2.0. Even though I have a bunch of bicycles in the garage. Anthony it is an exaggeration to say 50 bicycles. I would say more like 20.
  21. 1 point
    On my '65, there is a metal airbox with a drain tube out the aft end which drains down the left side of the fuselage. Like anthony said, test the vent and see if water drains out the bottom. If not, the water is going somewhere.
  22. 1 point
    That is the argument that was used to ban large sodas in NYC and proposals to ban candy bars elsewhere; that your personal choices affect others either financially or emotionally. I guess its a philosophical difference of opinion, but I believe each man owns his life and doesn't owe his life to the convenience of others. Not really a debatable point but a personal philosophy. -Robert
  23. 1 point
    Nice! Its on my Bucket list too - and I will go within a month with my middle son who is an aero major college student. What did you do for ground transportation from the airport to the site? E
  24. 1 point
    It is dirty and full of fuel varnish. Take it off and fill it with Hopps #9 and let it sit over night. Hook up the input side, turn on the fuel pump and flush it out, then give it a try. If this works, great. if it doesn't, it didn't cost much...
  25. 1 point
    I just thank my lucky stars that this sort of thing is of sufficient rarity that when someone does something that profoundly irresponsible we stand up and take notice, rather than say "meh, there goes another one".
  26. 1 point
    Nice !!! Yeah, ATC confuses call sign more often than we think. However, we as pilots also believe that we are hearing something based on our expectations and not on what is really being said.
  27. 1 point
    Thanks! I will give them a call! I have a screaming eagle as well 006! Great paint! Changed the entire plane
  28. 1 point
    Welcome aboard Lp, Interesting first post. Will you be staying long? Best regards, -a-
  29. 1 point
    Richard, you got the right haircut to visit the hot, humid South! It's a far cry from Utah or S. Calif. Glad to see that you're having a good time.
  30. 1 point
    Glad to see you are making headway with the CO challenge... Check What those screws are supposed to screw into... a larger screw probably isn’t the right thing to do... swapping out the worn hardware on the other side would be better... It is probably some form of tinnerman (speed nut...). PP thoughts only, not a mechanic... Best regards, -a-
  31. 1 point
    We all have to find our happy medium between risk of death and spice of life. Most people would say we are crazy to get in a little plane and that we've placed the balance far too far toward the "spice of life". With few exceptions you can get where you need to in a Volvo station wagon. I feel fortunate I live in a time we can make that choice though. -Robert
  32. 1 point
    There’s a guy on Mooneyspace with a used one, he goes by 201Steve! All kidding aside as others have said it likely needs disassembly cleaning and some new grease. Clarence
  33. 1 point
    Not sure if you were serious in asking why he would do that. Because its a thrill that's hard to parallel. I spent many years flying and teaching in J-3 cubs. No one every asked how high it would go. Racing cars is very dangerous as well but people seek that thrill. They also die a lot. Some people seek out deadly activities. Alternatively you could live the fantasy of dying in a home at 100 sitting in your own poo and drooling. -Robert
  34. 1 point
    Although I feel for the pilots loved ones left behind, what a total waste. @HXG said it much better, both angry and sad.
  35. 1 point
  36. 1 point
    Caruso.... I’ll certainly ask if someone at Insight would be interested to join Mooneyspace. That’s a good idea to have resident experts in-house, so to speak. Lotsofgadgets, gsxrpilot and elimansour.... an upgrade would be nice and it makes sense especially because it’s almost plug and play . Yes, all 4 bars normally worked and we had no problems I hope it’s a wiring harness issue, but because it died all at once makes that probability unlikely I’ll shoot an email to tech support, like was suggested and hopefully get an answer I’ll report back thanks to everyone dennis
  37. 1 point
    Yeah, it didn't make a lot of sense to me to vector the slower plane in front of the faster one, then tell the slow one to speed up and the fast one to slow down. I guess they both show up as M20P so if she wasn't paying attention to the groundspeed it would have been an easy mistake to make. Sounds like some good experience building. Definitely a good day to shoot approaches. Overcast all along the coast. Speaking of good experiences, I need to get night current again. I'll let you know next time I'm headed down...
  38. 1 point
    I would open the manifold pressure line at the gauge and the engine flush and blow the line out. Clarence
  39. 1 point
    This is an interesting point. For an ideal Otto cycle engine, the ignition occurs at TDC and the mixture burns instantaneously at constant volume and then expands adiabatically (without loss or gain of heat) as the piston moves down on the power stroke transferring work to the crankshaft. In a real spark ignition (SI) engine, the mixture takes a finite time to burn and there is a rise in pressure to a peak and then a decline. The peak pressure position (PPP) measured in crankshaft angle (degrees after TDC) is determined by mixture strength, rpm and spark timing. There exists a PPP for each engine (based on engine geometry) that will produce the maximum brake torque (MBT). Operation at MBT produces the greatest efficiency. In automobiles, the spark timing is viable allowing PPP to achieve MBT over a range of operating conditions. Our engines have fixed timing, and the rpm is variable only over a limited range due to propeller efficiency. Thus, our primary control to affect PPP is mixture. LOP mixtures operate nearer the ideal PPP which is why LOP mixtures have the lowest brake-specific fuel consumption (BSFC). This all is just the physics behind why LOP is more efficient than ROP. For the pilot, it means that if you can get the same power (meaning true airspeed since that is what the power is converted to in cruise) running LOP as you can ROP, then LOP will be the more efficient choice. This is clearly apropos to turbocharged engines. For normally aspirated engines, if you can accept the airspeed generated by operating LOP at a particular altitude, then LOP is again your most efficient option. If you need to go faster and the throttle is already wide open, you will have to run ROP and accept the lower miles per gallon. BTW, the loss in efficiency from operating off MBT by 5 degrees or so is small, which is another way of saying the optimum operating point is broad. This is why Lycoming could change the timing from 25 deg BTDC to 20 deg BTDC without claiming a power loss -- the loss was absorbed in the tolerances permitted by certification. But the engine will produce slightly more power with the 25 deg timing. Chapter 2 of the attached document has some interesting description as well as measured engine data. Skip Maximum Brake Torque Timing.pdf
  40. 1 point
    Hi Frank, you must have the original PMA8000 that we produced from 2004 - 2006. The PMA8000BT is 100% slide-in replacement for the original PMA8000. Mark Scheuer PS Engineering Plug N Play Flyer.pdf
  41. 1 point
  42. 1 point
    Is your shop familiar with Continental SB03-3? Failure to meet the minimum test value is not cause for cylinder removal until the engine has been flown again and a second test completed. https://m.aircraftspruce.com/catalog/pdf/servicebulletin.pdf Clarence
  43. 1 point
    He probably ejected because he realized the line guy used Aeroshell 15W50 and the he was on apparoch without using flaps. Sad day.
  44. 1 point
    As promised, here is a report on a TKS problem that appears to be pretty common and expensive to repair. My level indicator starting acting up on start up, staying a zero sometimes, then reading normally after getting up to cruise altitude. One time doing this was with my maintenance shop owner on a medical flight after an approach into Houghton, MI in some serious icing. We taxied out to leave and the fluid level stuck at zero. We were about to call my kid (going to college there ) and have him bring over his car (well actually my car if you know what I mean) when we decided to taxi the plane a some more jerking it a bit left and right, and the level went back up to our known amount. So, during last years annual, being done by my maintenance shop ( I was too busy with my project ) they asked me if I wanted the level indicator system repaired. I told them to call and see what it likely was and give me a quote to fix it. Well, CAV Aerospace told them it was the sender, which was $800 and that it was a real bitch to change. My quote came in at $2,000, so I deferred to fix at that time. This year I decided to do my own annual. To clarify, my hangar partner and best friend is an A&P, another friend is an IA, and I have been doing owner maintenance under these two for over 20 years. Both this IA and the one owning the maintenance shop have said they would sign off my experience for my A&P license, as I have all over 5,000 hours of documented aircraft maintenance experience. So, I decided to tackle the fuel sender during the annual this year and called CAV to see if this could be a fluid logged float. The tech support guy said yes, and it COULD be repaired if I was willing to try it. I pulled the sender out, based on his instructions, and found the design is lacking to say the least. The float is two parts, the inside support member is plastic and resembles a miniature bar bell in shape. Then a composite sleeve slides over the the plastic support, over an o-ring on each end of the plastic "bar bell". When I slid the sleeve off, I got a lap full of TKS fluid. We found new o-rings, just a few thousands bigger, and reassembled it. The original factory assembly has some PRC wiped on the ends as well. I resealed with a better Locktite product called Hysol, which is used in composite construction in the aerospace field. The removal took about 3 hours, and reassembly was about half that time. It probably took longer to calibrate the sender than to install it. The quote from my maintenance shop was based on what CAV told them, and I do not fault them at all for covering themselves. I know if it actually took less time, he would have charged less as well. I have that kind of relationship with him. But, most shops are going to quote this job high, especially if they talk to CAV before doing it. Just wanted to share with other TKS owners that this repair can be done for a lot less than most shops will quote.
  45. 1 point
    Currently in the process of installing a Garmin G3X in my '65 M20C, along with some other upgrades. Take a look at my cad drawing that is to scale. N5866Q Panel.pdf
  46. 1 point
  47. 1 point
    Mooney made 889 231's from 1979-1985. They made 231 252's from 1986-1990 and just 35 Encores from 1997-1998. It's a challenge to find a 252 with the dual alternators in great shape that hasn't been converted to a Rocket (TSIO-520). It's nearly impossible to find an Encore. (The first eight '97 Encores were called 252's until the FAA approved the GW increase of 230 pounds, then they were called Encores.) Model Chronology.pdf My first Mooney was a 10 year old 231 (#759 - '83 model). New this airplane would have been probably a little over $100,000. I paid $83,000 for it 10 years later. Later on in 2014 I owned a 17 year old spotless Encore (#12 - '97 model). There were a lot of upgrades from the 231 to the Encore, but by the time these were re-introduced in 1997 the price had gone up considerably. ($387,000 and the owner added TKS on top of that, so around $430,000). In 14 years from 1983 a loaded K model had gone from just over $100,000 to almost $400,000. Economy of scale was not working well for Mooney who had been producing a few airplanes a day in the late 70's down to 154 airplanes in total in 1983, down to 92 airplanes total in 1997. N40FM FACTORY INVOICE.pdf I took care of a few little things after I bought it during the year I owned it. When I sold it the buyer had a pre-buy done by Don Maxwell. Don went over it with a fine tooth comb and told me it was the first pre-buy he had ever done where he couldn't find one squawk. He was a little disappointed . . lol. I know, I probably should have never sold it. But if we're talking best bang for the buck though (speed & value for the dollar) find the best, most well kept example of a later model 231 that has an aftermarket intercooler and a Merlyn wastegate. It will do almost everything that the 252 or Encore will do for considerably less money. M20k_review_AvConsumer_Mar2010.pdf
  48. 1 point
    The 252 is easily the best "bang for the buck" if you factor in resale and maintenance. The MB engine along with the improved cooling and airflow of the 252 means less maintenance and an easier/longer running engine. 231's can match the reliability but only if flown very carefully. The value of an airplane is more accurately measured by the difference of purchase price and eventual sale price, minus maintenance costs. The 252 is the sweet spot for turbo Mooneys.
  49. 1 point
    Last time I was at 9500', OAT 14, FF 7.8, RPM 2300, MAP 21.7, HP 55%, IAS 128K, TAS 150K, I obviously run LOP, and flightplan for 150K
  50. 0 points
    Howell, New Jersey - Larry left us last week to go on to his forever home, where he is filled with joy in the presence of Jesus! He exited this side of Heaven doing what he loved best, flying a Mooney M20J aircraft! Larry loved anything that was adventurous. He spent his spare time skydiving, skiing, driving fast cars, riding motorcycles, and of course the not so adventurous, golfing! http://www.kathrynsreport.com/2019/05/mooney-m20j201-n201dg-fatal-accident.html

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