Jump to content

Leaderboard

Popular Content

Showing content with the highest reputation on 07/17/2019 in all areas

  1. I've known Larry Brown, who also monitors this list, since we did his instrument rating many years ago. Today the seemingly impossible happened. I was headed to Pueblo on the way to Garmin and Oshkosh. I later found out he was headed to Flagstaff. At any rate somewhere over Nevada, I got a traffic alert regarding traffic 500 feet above me who was about to cross over me. I looked up and saw a Mooney fly right over me. I was at 15,000 IFR and Larry was at 15,500. Since Larry had changed planes since the instrument rating, I didn't immediately recognized his number on the GTN 750 traffic page, but Larry recognized mine. His plane certainly looked good. Amazing!
    13 points
  2. I heard Don check in with center and recognized his voice and N number. I expanded my ADSB range and found him over 50 miles away. I watched our tracks converge for probably a hundred miles until he crossed right in front of me and 500 feet lower.
    9 points
  3. I would like to say thank you very very much to AlexLev located in Niagara International KIAG, he was so nice to me and my family.We had a great view over the Waterfalls and wonderful food at River Works (nice place). Well, when we were start to packing bags to go back to Orlando, my daughter asked me to visit her friend in Greensville NC, so I Have to make a new flight plan, and we decided to land in JFK for fuel and spend a night, I called them and they said ok. So, we had a great experience. The costs (fee) to land was 160 bucks for 24 hs plus fuel 6.65, not bad for the great adventure, cheaper than Universal Studios in Orlando lol thank you to AlexLev and the Mooney 921W!!
    8 points
  4. He certainly doesn’t need a second inspection. The “inspection” part is complete and payment is due - so nobody should be considering paying for another inspection. Just for resolving the remaining unresolved discrepancies per the inspection. What you need to understand is once the inspection is done, the IA is obligated by the regs to provide the inspection log book entry. If he can’t sign it off as airworthy he is obligated to sign it off with a list of discrepancies which can be resolved by any A&P. The IA knows this and he also knows if Santos calls the FSDO about him refusing an inspection logbook entry then his FSDO PMI will be promptly calling him. An inspection can not be undone, it can only end in one of the two ways discussed above with either an airworthy return to service signature or a list of discrepancies. The list is his easy way out, especially now that he has a second opinion A&P saying it's fine. Other than discussing M-0 Diff compression inspection with him, I wouldn't waste anymore time on him. Sent from my iPhone using Tapatalk
    4 points
  5. I sure don't mean this to sound scary or critical, but I really encourage my clients to start slowly from no more than 65% power where you can't hurt a thing and become familiar with setting up LOP precisely. As you get to know how your engine operates LOP, you'll get very proficient at setting up and be able to use proxies like TIT and MAP after you know the relationship between TIT and your richest cyl EGT peaking. But at 75% you need to be a full 50F LOP or you have one or more cylinders operating in the redbox. I have been in many clients Bravo's helping them with this stuff and seen a lot of Bravo data and not been able to see a Bravo operate that deeply LOP. 65 to just under 70% is the maximum I have seen when everything is perfect. Nor have I seen a Bravo get anywhere near 0.5 GPH gami spread with stock injectors which equates to resulting in the leanest cylinders flaming out before the richest are adequately LOP in higher power settings. Normal is > 1.0 GPH. All of this is to merely say, just start out at lower unharmful power settings and due your due diligence collecting the data before advancing to higher power temperatures. Additionally, IMO TIT over 1600F is not good for the longevity of your exhaust components and the Bravo is one of the more vulnerable exhaust systems. I personally limit my TIT to 1580F to give me a little buffer before I need to do anything. To get you started check out the Savvy Test profile here and start collecting your data. http://content.savvyanalysis.com/static/pdf/SavvyAnalysisFlightTestProfiles.pdf
    3 points
  6. FWIW I've had my Bravo for a little over a year. Mainly from reading this site I didn't even try LOP peak ops until last week. To my surprise on the last three flights I pulled the mixture back from 18-18.5 to 14.2 GPH (75% power) and she ran smooth and happy. CHTs dropped by 20 down into the 340-360 range and TIT stayed below my personal redline of 1650. (No more than 1625 being ops normal) These flights were short 90 minute hops so I was around 12 or 13 thousand. She lost around 7-8 knots. I'm excited to try it in the teens where I normally fly. If I can save 4 GPH and lose only 4% on the dial I'll be pleased. Just another tool in the box!
    3 points
  7. The JPI EDM 930 displays the CiES informed fuel qty remaining for each side and the FF totalizer informed fuel remaining (combined tanks) side by side. If there's a discrepancy an alert displays. Makes for a warm, fussy feeling on long trips. (I maintain a spreadsheet comparing FF fuel used to actual fuel pumped in order to make sure the K factor remains correct. The comparison over the most recent ~200-300 gallons is less than 0.8% - for my 64 gallon bladders that's about 0.5 gallon. By using a running total the apparent differences caused by the fact that "full" is not well defined is mitigated.) I suppose we're all to a great extent the product of our past experiences. In my case I fly with an ingrained distrust of fuel gauges. Almost 50 years ago I (nearly) ran out of fuel in a rented M20G. I was only 20 minutes from my destination, Wilgrove, Charlotte, and flying on a tank that read 1/4 full when it coughed dry. I switch to the other tank that read "E" and landed at Newberry SC which fortunately right below me. Pumped 50.2 gallows into a 52 usable system. Color me "Never Again".
    3 points
  8. Working on the main gear this week while I wait for the left tank to cure (access panels are back in and I’ll be painting them on Sunday). I’m going to be installing oversized main gear retract link bushings this weekend, so I just removed the left gear from the wing. Dan at LASAR gave me a tip about a method to remove the retract spring, and it worked (the second time). I picked up a stack of fender washers and with the main gear fully extended, I inserted the washers into the spring coils.. the flower petal arrangement worked best. I then retracted the gear by pushing directly on it , and what do you know- the spring stopped compressing before the gear was fully retracted- I was able to easily remove the bolt holding the spring and then pull the whole gear out. I’ll post pics of the links being reamed and the new bushings going in this weekend.
    3 points
  9. We are so fragile you never know what’s in store for us to handle, my thoughts and prayers are all I’ve got for the family, such a difficult situation, God bless..
    3 points
  10. Last Friday I flew down to KARB to visit family. Little did I know that the Yooper Rocketman had just departed KARB back toward me as I was headed down. We apparently were abeam each other near Mt Pleasant, MI but he was 10,000 feet higher while Stylin' and Profilin' in his Ric Flair Jetprop aeroplane. Everytime I see or hear a Mooney I ponder if they are one of the forum creatures. I should note, we landed at the exact same time according to Flightaware (or at least dropped off the ADS-B). He just happened to takeoff an hour after I did...
    3 points
  11. I know of one install shop that is open to owner-assist.
    3 points
  12. Effective Tuesday, September 24, 2019, at 1800Z, the NWS office in Missoula, MT, will begin Terminal Aerodrome Forecast (TAF) service for Ravalli County Airport (KHAM) in Hamilton, MT.
    2 points
  13. 2 points
  14. I'm pretty sure this has contributed to 1600 hours of trouble free LOP flying with my 252. Original cylinders, original turbo.
    2 points
  15. Thanks @kortopates, I was having a hard time falling asleep but your list of 72 GPS testing NOTAMS did the trick! You’re going to put ambien out of business.
    2 points
  16. I really like this post. You make some excellent points. I say "inaccurate and unreliable because of both analog and old. The needles are about 3 gallons wide so not very good fidelity in the reading of them. And typically after 50+ years of service in a typical M20C, they are sticky and jumpy. If you're serious about knowing how accurate your gauges and/or totalizer is, you have to run each tank dry a few times. Don't be afraid, it's a safety thing. Know your tanks and your engine. I think your method here is spot on. I'd just say that with say, EDM900 gauges and the CiES senders, you'd be accurate to +/- 0.5 gal per side. And while its not required, it is achievable. And for our airplanes that are truly champions when it comes to range, I like to maximize that capability and have the best fuel information possible. Regarding the differences between a totalizer and fuel gauge... I couldn't say it any better. This is a great explanation. Thanks.
    2 points
  17. Inaccurate and unreliable because they are analog? Or because they are old? Or both? Digital readout can be inaccurate and unreliable as well. But you’re right- you need a working sensor, and a usable, readable display, in order for the system to work. My stock analog senders and gauges in my missile read to within a gallon or two of the totalizer and sight gauges... and after running tanks dry 2-3 times to confirm the instrument readings, I’ve found that my totalizer is good to within a gallon of the actual fuel remaining (based on what I put in and what’s displayed on my stock analog gauges). That’s about a 3 gallon potential margin of error per side, which is an acceptable amount of risk to me as it’s easily mitigated by adding 5 gallons to my minimum reserve levels. Of course, if I don’t reset the totalizer after filling up... then I monitor the analog fuel gauges and reset the totalizer when the needles read an appropriate lb value, then continue to monitor. But I’d venture to say all of us on the board probably monitor their fuel levels closely. Someone above said they don’t see much difference between a totalizer and a fuel gauge. A major difference between fuel quantity indicators and a totalizer is this: a totalizer will become less accurate over time from the point at which it was reset, whereas fuel quantity indicators should provide the same level of fidelity continuously. The rate at which the totalizer “precesses” is relative to the accuracy of the calibration we’ve all performed on our engine monitors. (We’ve all calibrated the k-factors on our fuel flows on our EI and JPI instruments, right?)
    2 points
  18. I had the same experience with BAF and Macroair. Total price from Hunter (fan, shipping and taxes) was $3200 for their 8’ Their fan kit was complete and included everything necessary for installation. I installed it it in a 42 x 34 T hangar. More than adequate. There is air movement everywhere in the hangar. All my hangar neighbors are envious. The contact info below is for the sales person I dealt with. Don’t know if she is still there or not. Bill KALEIGH WALKER│ 2434 ATRIUM WAY │ NASHVILLE, TN 37214 P: 629.333.7086 │ C: 615.917.2807│ F: 615.232.3894 INSIDE SALES – INDUSTRIAL/COMMERCIAL DIVISION kwalker@hunterfan.com
    2 points
  19. The world is much smaller with a Mooney... MSers might be only 500’ away some times... Interesting memory thing... you may not remember an MSer’s name, but his voice might be very recognizable... When it’s Alan, everyone will recognize his voice and remember his name... that recording is coming up on a year old... A high percentage of active Mooney pilots are MSers... Really cool to run into an MSer on frequency... extra points for that! Best regards, -a-
    2 points
  20. Hey Scott, I was in your shoes a month ago when I was purchasing my first airplane and it is a 1966 M20E. There is a MSC in Boise that previous owner agreed to deliver airplane to for pre-buy but and we agreed on a small deposit ($400). Before I got an airplane to MSC I asked a mechanic familiar with Mooneys to do a thorough log books review (owner sent me scans). Mooney service center in Boise is Cascade Aircraft Management and I am pretty happy with my experience with them. I also turned pre-buy into an annual. Before you travel to see the airplane - get logbooks, pictures, do a title search and if the owner back up - look for another airplane. I was waiting for mine for 4 months but if you think you found a good one - act fast As for the first airplane choice - I am very surprised as if you maintain proper airspeeds your every landing will be a greaser. I have 260h total and only 17 in Mooneys but I always use less than 2000ft from threshold to runway exit when I land. Some stuff requires more attention - such as MP / RPM combinations, protecting an engine from overheating / overcooling but that's due to the fact that I am also new to complex world and this is not a rental anymore
    2 points
  21. As this particular instrument was originally sold as a FP-5L, I'd be happy to reconfigure it as such at no charge.
    2 points
  22. I can tell you with 100% certainty that there was no training whatsoever (not even an hour) on airplane purchasing and ownership when I did my CFI, CFII, MEI or ATP training. A flight instructor is taught to teach flying, not buy airplanes. How many airplanes has your CFI owned ?
    2 points
  23. toto, you are right. It's a retrofit or something like that. I had it done on my plane by the fine folks at the KLNS MSC. It's mostly a paperwork job, changing all the pages in the POH that contain 2740 and changing them to a page with 2900 lbs. There's one minor thing they have to check, the rudder balance. Mine was fine, if not they put on a washer or something to correct the rudder w&b for the new gross weight. Oh, they also have to do a crazy silk screening of the ASI to indicate the new gross weight stall speed a knot or two faster. IIRC it's only available to those serial numbers that had the frame beefed up but left the Mooney factory before the FAA had approved the beefed-up plane to 2900lbs. With an empty weight of 1851, and weighing only 140lbs myself (wife smaller !) I have a major hauler on my hands ! No problem ever. 1049 lbs useful load. Even with full fuel 665 of available load ! So that's me + 515 lbs ! I flew into LNS to get the job done 600 bs under gross, had the POH and ASI undated and hence left 760 lbs under gross, but strangely the plane performed the same :)
    1 point
  24. Not scary or critical at all. Appreciate your thoughts. I'm a Savvy customer and a fan of Mike Busch for years. 700+ hours of LOP ops with excellent results but always looking to learn more.
    1 point
  25. Mooney’s get around, see Don Kaye’s post. Very cool JFK nice looking family
    1 point
  26. You see Alan, unlike Bonanzas, Mooneys have inherent value and don't need Garmin or anyone else. In fact Mooneys bring value to Garmin!
    1 point
  27. Thanks for the kind words, Alan. I would certainly not put the Garmin auto pilot in the “a lot better” category. The Garmin auto pilot is great, but not perfect. I would describe the Dynon as exactly the same. I would say they are equal.
    1 point
  28. Passed my IFR checkride on Monday and I REALLY like the FMS portion of the IFD box. Knowing how to use it well now, not sure I could ever go to something else. Thanks for all the pointers here y'alls.
    1 point
  29. I don't think its as much adding DME back as it is incorporating DME in our new PBN RNAV requirements. The truth is the FAA still has no clue what they are going to do strategically for a GPS backup. They're looking at everything imaginable including talking about the old Loran. I am just hoping they come up with something that uses the same spectrum as GPS that might be compatible with our existing expensive GPS's with new software, rather than new hardware. But I am sure that is pure fantasy wish on my part.
    1 point
  30. The 530W doesn't do anything internally with the VOR signal other than identify the station. It merely passes the signal to an external CDI. If the VOR is the active waypoint and you have it LOC mode, the internal nav information being displayed (distance, left/right of DTK, time to station etc) is all based on GPS data. The LOC button merely controls what is passed to the external CDI or HSI. The VOR is just database waypoint. If the VOR is out of service, you can still navigate enroute using GPS. You won't be affected by a down VOR until it defines the final approach path of a VOR approach, since we can not substitute GPS for a VOR approach unless we can also monitor the raw VOR nav signal while using GPS (think bearing pointer or second CDI turned to VOR, then you can keep the box in GPS mode on a VOR approach). But if the VOR is required for the missed approach, then we can use RNAV to substitute for the down VOR and still fly the approach, but ATC will also have a documented missed approach fix that can be used on a VOR or ILS approach to keep the approach available for the non-rnav users. Did that answer your questions?
    1 point
  31. Yeah! That's the upright thing to do! Pretty uncommon these days. Thanks, EI
    1 point
  32. My friend has fear of driving over bridges... similar to fear of heights... no problem flying in an Ovation... until IMC and really bumpy... He is tough deep inside... Gravity sorted... -a-
    1 point
  33. Think of it this way--if you install a static drain, and it leaks, you will could have a small error in you altimeter and a small error in your wallet when you do your IFR cert at the shop. If you have water in your static system, you could have a large error in your altimeter, and a large error in your life insurance after flying through IMC.
    1 point
  34. I know...I just like to bring some of these back every now and then......
    1 point
  35. Fred’s frequency Doppleganger... https://flightaware.com/live/flight/N2905L -a-
    1 point
  36. Thank you everyone. I had a few landings today and I really paid attention to things. I believe I was simply over controlling. The rudder is very sensitive, but if you take it easy on the pedals it tracks straight. Seems like like 1/2" or less movements on the rollout. I am crossing the numbers at 70 KIAS so I dont believe speed was a factor. The aircraft I fly professionally needs a lot of rudder input so I think it was just a case of lead feet.
    1 point
  37. Clinton at CustomAircraft does awesome work - you won't find any better. The best part for me is that they are local to me. But I don't typically rave about them here because they gave up there repair station status some years ago when the FAA demanded their repair stations to physically separate premises used for experimental vs certified work. Most could not afford the added overhead. So you can't get FAA return to service paperwork back. I've never found them to be expensive though; especially for what they do. Sent from my iPhone using Tapatalk
    1 point
  38. Dynon has previously announced the willingness to work with independent installers and not funnel everything into a dealer/shop/bottleneck. That could be a huge differentiator and advantage for potential customers like myself that prefer DIY & owner-assist when possible. That could reduce installation costs tremendously if you're willing to do some easy work...such as removing all that old stuff! Sent from my LG-US996 using Tapatalk
    1 point
  39. There are a lot of people pulling for you and thinking of you Mark. Thank you for the update Mike.
    1 point
  40. Thank you for the updates Mike. -Seth
    1 point
  41. So sorry to hear such disappointing news. May God give Mark and Jenny and their entire family the strength and the courage and the hope they need in this extremely difficult moment. I can’t even imagine this very heavy Cross he has to bear.
    1 point
  42. We have the final list. Check the date/time in the header to ensure you are reading the most recent file (sometimes, the Internet browser you use could cache an old one). A few notes: As mentioned before, only Pilot in Command (PIC) will have tags made... Thanks again to Barry from Genesys Aerosystems and Clarence (M20Doc) from Tri-City aero for their contribution to the event. Also thanks to Mooney International. It would not be possible without them. We have reached 197potential attendees, with 99 PICs. Link: http://www.reseaumenage.com/qkm/MooneySpace_2019.pdf Registration deadline has been reached. The list cannot be changed anymore because... I am travelling to Oshkosh in the next few days! Cheap (Paper) Name tags (for PIC) have been prepared. As previously, we are asking patrons to provide voluntary donations to help pay for the expenses. Any remaining money will be spread equally between Mooney Caravan Safety Foundation and MooneySpace web site. No minimums. CBs are welcome. Yves (Olaf)
    1 point
  43. From Jenny today Clarification of Mark's surgery - he's in there no[http://mobile-mail] mike elliott, Jenny Brandemuehl has posted a new announcement for Family & Friends of Mark Brandemuehl. Dr. Peck clarified before Mark went into surgery that they are focused on debriding any fungal infected tissue on his arms. There's a possibility they may have to amputate above his arms. Additionally, as they've gone in to look at his remaining fingers, they believe they will need to amputate all his remaining fingers and thumbs. We expect to get an update after surgery in a couple hours. You are receiving this message because you are a member of this community. You may unsubscribefrom receiving announcements at any time. Thanks for all you do to help others, Your friends at Lotsa Helping Hands [emoji2398] 2019 Lotsa Helping Hands | 118 N Peoria 2N Chicago, IL 60607 Sent from my Pixel 2 XL using Tapatalk
    1 point
  44. This! And this! I spent $1200 on a pre-buy for my first Mooney. The second one I pretty much did the pre-buy myself. But by then I knew what I was looking for. And I don't think a list of things to look for is all that helpful. Because if you haven't seen it before, you really can't know what good vs. bad looks like. $1000 or $2000 for a pre-buy is cheap compared to the cost of owning one of the Mooneys on my infamous list. Someone here once said, "There's nothing quite as expensive as a cheap Mooney."
    1 point
  45. I would recommend Kerry McIntyre in Evanston, WY - 70 miles East of SLC. 307-789-6866 www.knr-inc.com
    1 point
  46. 25 minute flight to Paine Field (KPAE) to pick up my grandson Xavien who will be my co-pilot in the Mooney Caravan. He flew in from Phoenix. Much more convenient than KSEA
    1 point
  47. No worries. I was just objecting to the perceived insinuation that the 252 was good for, as you put it "put-put around home station, small jumps for your hamburger" and the Bravo is for serious travel. I was just trying to say the 252 is every bit as capable a traveling machine as the Bravo. And in some situations better. Of course, in other situations the Bravo is better. But both are at the top of the list for traveling cross country machines.
    1 point
  48. Maybe to ground this discussion with a bit of reality from the latest incident data, over the last 10 days of Mooney incidents and accidents the FAA is reporting 5 gear-ups/gear collapses. Of the 5, 3 were reported as gear up landings with 2 as gear collapses. Basic gear maintenance or malfunctions lead the pack of issues leading to Mooney incidents by far, and pilot error is the bigger contributor over maintenance.
    1 point
  49. Byron and I will be there. You can put my name on the PIC name tag, and “backseat driver” on his.
    1 point
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.