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Showing content with the highest reputation on 12/27/2019 in all areas

  1. Hi everyone. Just got my brand new Mooney Acclaim Ultra Ceramic coated. It is beautiful. Perry https://youtu.be/5SNUSGOeMmI
    9 points
  2. Dynon- $30k installed with engine monitor w/o AP (high side, all options to include Syn Viz, blah blah blah) NGT9000R- $7k installed PM450B- $3500 installed Avidyne IFD540 and 440- $30k installed TruTrak/AeroCruze 100- $11.5k installed $82,000.00 GTN 750 and 650- $30k installed FlightStream 510- $1500 GMA35c- $3500 installed GFC500- $13k installed (2 Axis) GTX345- $7500 installed G3x- approx. $20-25k installed (Depending on options, hard to estimate on specifics) $80,500.00 I believe the other units were referenced, as far as pricing is concerned, earlier in the thread. It really depends on how much you are getting your equipment for. Now, the Dynon has a built in ADS-B system(if you wanted to use it's integral one), you seemed to also have left out the WiFi and BT capability for the GTN series as you would like to have that because you are trying to upgrade and get maximum capability out of your investment. Your functionality in the comparing Audio Panels are unequaled because the PM450B is far superior. Further, the installation labor is virtually identical so it is a wash, really. So, which will have better functionality, better priced and are better units overall? Well, PS Engineering are the best for Audio Panels, hands down because it is what they do. That IS Mark's business and has been for decades. Dynon has been doing the Avionics Suite for a long time as well in the Experimental market and their price point for what they offer is phenomenal. ADS-B L3 has been doing Traffic and Weather better than anyone else back when their units were BFG. Again, like PS Engineering, they are the best in that market because it is what they do. Now, GTN or IFD? Well, again, my opinion is if you want a top of the line BASIC GPS, go with Garmin, they are the best GPS on the market and always have been. However, I will preface that by saying we are talking about FMS systems in this case and if you want a better FMS, Avidyne leads the way on this, hands down, once again it is what they do best! Not to mention the IFD series comes out of the box with Synthetic Vision, WiFi, Bluetooth and FLTA (Forward Looking Terrain Awareness) all for no extra charge and usually are less than the GTN series. Also, think of the 2 options given here as one is like Apple (Garmin) and the other is like Microsoft (The others). They all play nice together and with pretty much anything. Taking NOTHING away from Garmin, they are getting pretty proprietary and you are being forced to get units that ONLY have their branding on them like iPads and MacBooks. While they are good at what they do, nothing about them is warranted to put them head and shoulders about anyone else because there is really no concentration on anything of theirs anymore. Although the GFC500 is a really good AP, but can ONLY work with a G5. How does that make sense? If you purchase a TruTrak or an S-Tec, you have choices. That is huge, in my book. I have customers that love Garmin and customers that love Avidyne and others. All of them are right and I agree with them and their choices because as long as they are educated, they need to decide what is best for them. I am glad to offer them whatever they decide. The above, though, are just my opinions and reasons behind them. FWIW. Please no throwing of rotten tomatoes, just giving my 2 cents here!!!! Go easy on me! LOL
    9 points
  3. I got a real life reminder yesterday why it is good to periodically review your emergency procedures so that you have them committed to memory for when you need them. I was returning home yesterday in IMC with 900 foot ceilings when I got smoke in the cockpit. Thankfully the circuit breaker quickly did its job and tripped, making the smoke last only a few seconds. But, it was enough to lead me to declare an emergency and to get vectored to the nearest airport for a precautionary landing. In IMC and with smoke coming from the panel is no time to be grabbing for the POH to review what to do or to try to remember which way the retaining clips on the fire extinguisher face. It is also not an ideal time to try to grab and turn on the iPad for back up navigation if you end up turning off the power to the panel (to stop the smoke and prevent a fire). Obviously the autopilot would disengage as well. Thankfully this episode ended well, and I was working through the emergency procedures when the emergency dissipated. But it really got me thinking about what I would have done if I had lost the panel (G1000, radio and autopilot), and had to navigate in IMC and potentially shoot an approach (without ATC and using an iPad), or worse, executing an emergency decent and off airport landing in 900 foot ceilings if there had been a fire. I am posting this in the hopes that it prompts others to review their emergency procedures, to practice accessing their emergency equipment before they need it, and to always your have your backup nav device programmed and in place before take off. You never know when you might need it -- and it may not be on a beautiful VFR day.
    5 points
  4. Hopefully, I'm not the last one to notice that on IFR charts, some airports and navaids are tagged with the letters "MON" in blue reverse highlight. After some digging around, it turns out to stand for "Minimum Operating Network", and the FAA is highlighting certain facilities to have permanent radio navigation aids in case of GPS failure, so if you do lose GPS, you should be able to quickly find a MON facility on your IFR chart. https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/transition_programs/vormon/
    4 points
  5. (P)ower setting (A)ttitude and (c)onfiguration. You should have these MP/RPM/Config numbers for your plane to make flying IFR easier so you are not chasing the money knobs to make the plane fly at a certain airspeed in a certain config. The plane will always behave the same with the same settings, and is why emphasis is put on this in IFR training. Take your plane up on a nice day, find out what MP/RPM setting will allow you to fly at the top of the white arc in level flight clean. without touching trim or the money knobs, drop the gear and put in TO flaps, note your decent rate. Most likely, you will find this is all you have to do at GS intercept to follow the GS down without changing a thing
    4 points
  6. A bit of backstory here. Christmastime is a real drag for us heathens. Nothing open, nothing but Christmas stuff on TV. Nothing but Christmas music on the radio. Gets really boring. When I lived in Southern California it was fun. I'd ride my bicycle on the busiest streets and go places I wouldn't dream of on a normal work day. When we lived in DC we went downtown. The museums were all closed, but they didn't close the monuments and no one was there. It was cool. Where I am now there's nothing cool to do on Christmas. Every since I leaned to fly I wanted to take a flight on Christmas. Something cool to do. Nothing has to be open, I can just fly my little airplane and land uncontrolled airstrips. And I never got tot do it. Usually the weather was snot (I'm still VFR), the one year it wasn't there was so much snow and ice chocking the hangar door I couldn't get it open. This year everything lined up. I got great weather, the airplane is working (except of the step, it's DOA but I don't care). So off I went. A few landings, about an hour's worth of flight. After 20 years I flew on Christmas, and it was great.
    3 points
  7. In my bravo I drop the gear at FAF after being at proper power and approach speed and it’s enough to give me a near perfect descent on glide slope. Of course, it’s all about slowing down in advance.
    3 points
  8. From last year's thread on the same topic: Plans for 2019: Visit my Dad in Tennessee and my son in Virginia (moved from Chicago) as often as possible - CHECK Get that awesome arch picture with @skydvrboy - not so much CFI/II accelerated program scheduled for June - CHECK Instruct the three students that are standing in line waiting for me to complete the CFI/II certification - 2 for 3, not so bad Trying for 2nd Caravan but work commitments are dictating otherwise - NOPE 2nd Summit hard scheduled - CHECK Make some more great friends! - CHECK Plans for 2020: Fly. Everywhere. Visit my Dad in Tennessee as often as possible Visit my son in San Diego (man that kid moves a lot...) Continue planning for relocation to Sevierville TN. Flying there in March. And August. And October. Get N1088F Weep-no-Mored in August. Mooney Summit in October N1088F annual at AGL and visit with Bob & Nancy Belville @Bob_Belville after the Summit Continue instructing/flight reviewing in my "spare time" Get that awesome arch picture with @skydvrboy - this is the year Patches! Make some more great friends! Push "forever panel" upgrade out o n e m o r e y e a r... And most importantly - maintaining work/life balance for more time with my awesome wife. Going for 100% this year! Cheers, Rick
    3 points
  9. In my C model days for a looong cross country, I would take-off on the left tank, run for one hour, then switch to the right tank. I would run the right tank dry. This took three hour and maybe a few minutes more. I would switch back to the left tank and land within another hour. I did not have an engine analyzer or fuel flow instrumentation. This gave me a cross check on fuel burn. Before running a tank dry, I had confirmed adequate flow from the other tank. It had the advantage of having all of my remaining fuel in one tank rather than split between two tanks. Using this method was able to fly five-hour legs and land with 12 gallons remaining. Depending on the wind I might go 750 nm or more before landing. I will probably adopt a similar procedure with the J. But with an engine analyzer and fuel flow instrumentation, I know better my remaining fuel.
    3 points
  10. Good post by the OP. However, there are only a few 'emergencies' that need to be memorized. And even those you probably only need to memorize the first few steps. The rest can be handled like the airlines. At Northwest we had a 'red bordered checklist' that sat on the glareshield. It was a single piece of paper. While we don't keep it on the glareshield (but we do keep it someplace that can be easily reached), I created a small booklet that contained all the emergency procedures, normal procedures, and a few other useful bits of information. This is a screenshot of the front page. It contains procedures that I think might require quick action.
    3 points
  11. As usual, I post a year end survey to see how much we have flown for the year - I realize there are a few days left . . . Due my Mooney being down for getting a new propeller, I haven't flown it since early August. Otherwise I would have topped 100 hours in my Mooney. I increased my overall time and flew less Mooney hours unfortunately. I did fly a lot for Open Air this year in Cirrus SR22's. Also, I rented one a few times for planned trips (like Mooney Summit). Over 200 hours in SR22s this year. I also earned my Multi Commercial this year and have logged over 25 hours of multi. I love Aviation and am thankful to have the chance to fly. -Seth
    2 points
  12. Only around 150. Had a lot of downtime this year for maintenance and other things. But I still managed a few big trips like out west, northern Canada, Oshkosh, and more. Spent a bunch of time prepping for and taking the Commercial ASEL.
    2 points
  13. I've used Ultra Leather on some interior panels (window frames) years ago, when converted 2 aft F windows to J style single window. At the same time I restored all plastic with SEM paint and redid the headliner with vinyl and foam. It wasn't difficult but as Andy95W mentioned, ultra leather is not that stretchable to cover all complex surfaces. Window frame had to be done with 4 separate pieces with diagonal cut at the joint and it was sawn together with double stitching. My wife did that and it came out great. All that was glued using 3M adhesive and 12 years after still holds great. Job might take some time depending of how much repair you had to do on the panels but overall not too bad. I did buy two new interior panels (Door and lower pilot side panel) and used a gray Ultraleather for trim piece. I have no picture on my phone to show you but hopefully I can get some in few days. good luck
    2 points
  14. I went the ultra-cheap route and installed a skybeacon (with $500 rebate) on my wingtip with my existing KT-76. IA let me do the work myself and then inspected and signed off my logs, so install cost was $0. For my "in" solution, I built a dual channel Stratux with WAAS GPS and an AHRS for $165. Since everyone is pulling these transponders out and no one is installing them they are available "working when removed" for $100.
    2 points
  15. Thanks, the DME requirement is not for all of us, affects only the largest 75 airports. Is there for redundancy, for commercial/government aircraft. If GPS goes offline, we can aways divert to a class D with ILS.
    2 points
  16. Strip and paint the engine mount. While it's off, take the time to clean/inspect/repair everything on the firewall that is difficult to get to.
    2 points
  17. If the FAA was so concern about GPS they should have kept LORAN-C. There were Navigators with GPS/LORAN capability that would handle GPS failures seamlessly and continue RNAV navigation. After all LORAN-C was easier and cheaper to maintain than GPS, no rockets required but an SUV with a handy technician.
    2 points
  18. Thanks @mike_elliott and @Oldguy! I have that and have it posted on my panel. I've never heard it called that, though. I've been working on my instrument rating too and was slightly paniced that I missed somthing.
    2 points
  19. A little off topic, but you can read hundreds of pages on this forum of people postulating on the viability of a new acclaim and what Mooney *should* produce. It’s great to see someone like yourself who actually bought the best product on the market and is supporting the brand. Congrats on your new plane!
    2 points
  20. Great input guys. Thank you. Mooney is sending me a new something. It looks like that it is a know problem. I have had 6 Mooneys over the last 15 years and never had this problem. This one only has 13 hours on the Hobbs. Perry
    2 points
  21. Not true, the transponder still needs a 91.413 every 24 months. Sent from my iPhone using Tapatalk
    2 points
  22. I haven't had that issue, even in an Ovation. On faster aircraft, I use an additional approach configuration to the standard set. I call it "vectoring" but it's really about being in the approach environment. It's an intermediate step down speed from cruise in preparation for slowing to my FAS speed.
    2 points
  23. Lasar carried both lengths, they were really cheap, lasar was out of stock, checked mooney, they had both lengths and much cheaper. Just got them last week. Dont forget the thin washers Glenn
    2 points
  24. Yes, micro switches go bad. Flew it to MSC at KCHD and they fixed by cleaning switches, no problems 2 years later
    2 points
  25. Thanks for pointing that out.... So you weren't the last to know
    2 points
  26. I used it to cover the window frames and ABS plastic on my Aztec. It works well on convex surfaces, not as well on concave surfaces like my 1964 M20C. For my current airplane, I used headliner felt instead. Contact cement worked very well. The material doesn't really stretch as well as you'd hope, you'll end up cutting darts for every corner and pull the individual pieces around the corners. I covered all of the window frames with 1/8" foam before covering with the Ultra Leather to promote a little more "give" to the material as I stretched it around the corners. For window frames, I used 4 individual pieces, each individually applied, since the material won't stretch enough. I sewed a hem on the horizontal pieces to make it appear that the whole cover was stitched together. A lot of work, but worth it. Sorry I don't have any pictures of my Aztec interior covered in Ultra Leather.
    2 points
  27. I have seen a few of these installed, and what does work on NPT threads is Permatex Aviation sealer. It is non-hardening, and it does dissolve in fuel so it doesn’t find its way to some critical component and cause problems. Teflon tape is a big offender in this regard, it somehow finds its way into a fuel injector or into a main bearing passage, starving or for oil for oil, or the vacuum pump causing failure, either way it’s gotten a few people killed. If it doesn’t get you the first time, then shreds of it remain behind after reassembly the second time and that’s when it gets you, but either way the stuff is a time bomb.
    2 points
  28. I took my signal generator and spectrum analyzer to the hangar today, and hooked them up so that I could send the same signal through a splitter to both the IFD540 and my TKM MX170C at the same time. The signal feeding that splitter was split from the signal generator to also feed the spectrum analyzer to calibrate output power. I checked fourteen different frequencies from 118.4 up to 133.725, including 119.4 and did not find any significant frequency dependence. For the most part my IFD breaks auto-squelch at around -97 dBm (3.1 uV) and if you defeat the squelch you can hear the signal down to about -104dBm (1.4 uV). The TKM breaks squelch pretty consistently at about -87dBm (10 uV) and if you defeat the squelch with the "test" button you can hear the signals pretty well down past about -105 dBm (1.26 uV). The squelch on the TKM is adjustable, so I should probably crank that down a bit as it appears to just be adjusted quite high. Otherwise those sensitivity levels are more or less what I would expect for an AM voice radio. Digital stuff I've worked on these days can get down to -115 to -120 dBm or better, but that's a pretty serious radio with some significant processing gain. So other than the squelch being a bit misadjusted on the TKM, they're reasonably similar, with the TKM being more sensitive, and neither showed any significant frequency dependence or issues around 119.4 MHz, and I had the entire panel on for all of the testing. This was in my hangar with everything powered by my GPU. The audio filtering on the TKM appears to maybe be a little better, or at least the audio AGC, as it was easier to hear a small signal on it than on the IFD, mostly because the IFD was amplifying the background noise more. The IFD was more annoying with a small signal with the squelch defeated, but I could still hear the signal at the levels indicated. I also put a sniffer antenna up next to both of my 7 antennas with the radios on and they're both clean, i.e., no local oscillator spurs coming out when tuned to 119.4, which is one way that tuners have frequency-specific problems. I also put the antenna up behind the radios under the panel, and while there's fair amount of crap radiated back there (as expected), there was nothing notable at 119.4 anywhere, even near the IFD. I don't have a good DC block fitting right now that I trust well enough to protect my spectrum analyzer, or I'd have looked at whether there was any suspicious noise on the power supplies. Since the sensitivities don't appear to be problematic on mine and there doesn't seem to be any frequency dependence, there's no smocking gun to look for there, anyway. This suggests that the issues you're experiencing probably aren't endemic to IFDs, but may be due to an issue with your particular radio or installation. Anyway, since I have an IFD540 I thought it would be worth checking. Since yours in an IFD550 there may be a possibility that the AHRS is generating interference, but who knows. Just wanted to pass it along. Not very helpful, but it's something.
    2 points
  29. Obtain: CMEL add on ATP CRJ TYPE rating Switch from Army pilot to Skywest pilot. Lots of goals and moves in 2020! Oh and fly my E to the Keys, Bahamas, and hopefully OSHKOSH.
    2 points
  30. E170/190 Type Rating... the next step in second career... Sent from my iPhone using Tapatalk
    2 points
  31. You might want to do step 15 of SB 208B while you're inspecting wing attach bolts: 15. Remove tension bolts from fitting/spar at tach point, LH side - then RH side. Care-fully pass a small pencil magnet on a long flexible shaft up through threaded portion of tension fitting and into tube interior at least 12 - 15 inches, with draw magnet and observe if any metal (rust flakes) adhere to the magnet. Bright metal, indicating no corrosion, should be on the magnet along with rust flakes (if any). Repeat this process until rust flakes are removed. When all metal (if any) is pulled from the tube, spray moisture displacement fluid, ie., LPS-1, through tension fitting into the interior of the tube, both sides of the air craft.
    2 points
  32. @Seth It is quite possible that you have the rights to delete your own thread... It has been done to a few threads before... Not very good if people have spent hours putting data into it to have it go missing... Currently we have 5 votes for #2 and only two votes for #1... So... Clearly a good number two outweighs a number one... Now... Please make this one go away... Best regards, -a-
    1 point
  33. Don’t mention that to Peter Garmin!
    1 point
  34. So the verdict was a loose connection that came through the firewall for the engine gauges. They said there is a barrel connector and when they moved the connector they could replicate the problem. They sprayed contact cleaner and fixed the problem.
    1 point
  35. Temperature and weight had a lot to do with it.
    1 point
  36. Congratulations! That's what I've been doing for years! It's the best day to fly. Nobody around, you get the plane and the sky all to your self! Not the best day to fly somewhere though cause usually everything is closed. But grab some take out and fly around the area and it's awesome. Surprised you didn't try it any sooner. But let's not go telling everyone about it so they'd spoil the fun!
    1 point
  37. DME...you have a link to that document....I’m not buying that. Tom
    1 point
  38. I dont know exactly but my avionics guy said it had to do with changing some angles slightly. It was actually not the servo bracket but the pully bracket that was the problem. I assume the cable from the servo to the pulley was able to go in at a slightly different angle? Or something like that. I don't want to say too much because I dont actually know the details. From what he told me it didnt sound like a major change. Regardless, Garmin came up with it.
    1 point
  39. You should use the parts called for in the Parts manual. The bolts themselves are standard AN parts with no differentiation for "tension" bolts. They're all the same. Later years might've been drilled/tapped differently, or had a slightly thicker spar at the attach point. That may be why they're a touch longer.
    1 point
  40. It’s easy, just drill through the floor, and if the drill bit snag something then shove a bunch of JB Weld in that hole and then drill in another place.;) seriously, doing it at the annual is easiest. But removing the belly panels doesnt take long. I put two at the rear edge of each strip of carpet so that is six that is forward of the spar. Then I have two snaps that hold the centerpiece, located just behind the nose well box. I’ve got 4 snaps underneath the front edge of the copilot seat and I think three on the Pilot side, and then one hard action snap between each rudder pedal. So you drill the holes from below. Poke a pick up through the hole through the carpet. Then install the snap in that hole. sailrite.com for the Snaps. I also stuck some reinforcing material on the back of the carpet to help hold the female snap on the carpet. The male snaps are screwed down with screws and nuts.
    1 point
  41. From aviator gear. Pretty darn accurate. It’s a briefing stick but so far it seems like I’m briefing a lot of aerobatic maneuvers with it.
    1 point
  42. Nothing fancy or spectacular here for my 2020 flying goals.......continue to maintain, fly and enjoy each special moment with my little Mini-Mooney! Happy, healthy, prosperous and safe Mooney flying to you all in the coming New Year !!
    1 point
  43. Beautiful video, very charming girl (best part of the video). Happy Holidays see you next year. Tio José
    1 point
  44. Merry Christmas to you Clarence and to each and every one of you!
    1 point
  45. Merry Christmas, Clarence -- and thanks for all the great (free) advice you provide.
    1 point
  46. I'm not sure your long it will run at full power, but it will run for at least a minute at idle
    1 point
  47. 1 point
  48. Hi John, I got my rating two years ago November. It was seriously the hardest thing I have ever done in aviation. I suppose I have two comments based on things I have written for AOPA: https://blog.aopa.org/aopa/2017/11/20/gotta-get-that-rating/ And for Flying Magazine: Just published in Jan/Feb issue: Nail your Check Ride, what your DPE wants you to know. I know you can't read the article from the photos, hopefully you have a subscription. The take away from the DPEs that I interviewed was to use the ACS as almost a Bible. Some instructors have blind spots so you need to verify you have all the experience and can perform all the tasks. You can read about my feelings about the process in the AOPA piece. Most of all, good luck. Get a good nights sleep and go show them what you know! The Mooney was a wonderful platform for my IR, now going to get my commercial.
    1 point
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