Popular Content

Showing content with the highest reputation on 02/14/2020 in all areas

  1. 8 points
    It has been a long journey that started 26 years ago. I started but didn't finish my ppl. I walked away with just my check ride. I know, what was I thinking? One of those decisions that I have regretted for so many years. We recently moved to a new state and simplified our lives. Part of that was to get back and finish my ppl and buy a plane. During my training, there were some school plane damage, done by other people and a choice was made with the help of this great forum. I came across a plane that I really loved and it checked all of the boxes. It's an M20S screaming eagle with FIKI and upgraded dash. I purchased this plane and with an instructor, flew it home and found a hangar right away for it's new home. Finishing my training in my plane was a lot of fun and found how much it flew like my Porsche drove. Tight and accurate. My instructor became used to me saying how much I love my plane sometime during each flight. It was fun to slow down the plane to Va to perform maneuvers by throwing out the speed brakes and immediately go into clearing turns. So much fun! Well, I will have been checked off to take my ppl oral and flight exam on Monday! I am so excited to get done with something that started so many years ago!
  2. 5 points
    Anyone have the number for Gilbert Gottfried’s agent?
  3. 4 points
    I am from the 201 and Vito could be a cousin of mine. Not worried.
  4. 3 points
    After I ruined my battery leaving the cabin light on, I designed a circuit to keep the lights on for 10 or 12 minutes after the master switch is turned off. It is an electronic circuit with a darlington pair transistor set up. I have a couple of them made up. Naturally, they are not STCed, so would need to be installed as a minor modification by and A&P, or a reasonably talented hangar elf. Let me know if you want one, or I will be glad to give you the diagram so you could build your own.
  5. 3 points
    The case cited is FACTUAL. I don't have to consider ANYTHING the OP said. You keep on doing business with someone that LITERALLY admitted to hiring a shakedown guy to steal radios and logs from a plane and then extort the owner. Me, I'll pass, thanks.
  6. 3 points
    Harley, It is hard to get the pilot out of the Mooney. But you will never get the Mooney out of the pilot! Remember, It is not a requirement to own a Mooney to visit MS. Drop a line, post a pic... you are always welcome... MSers love things like... airport hangar homes... giant garages/hangars... Things that go inside hangars and garages... like AMGs... Good luck with your next steps... Best regards, -a-
  7. 2 points
    I think I see the problem. It defaulted the transition as vectors (I should have changed it to DUCER) when I input the procedure. Sent from my iPad using Tapatalk
  8. 2 points
    While not installed in a Mooney, here is a really good video of the Skyview HDX in flight. Just to throw this out there if anyone from Dynon is listening, some sort of a simulator that you can access from a computer or IPad would be wonderful. https://youtu.be/Ea4HDOd2z1U
  9. 2 points
    Pulled out so much old wire! To say scat tubing needed replacement is an understatement, Mose nose is full of it. Spent hours cleaning the engine and firewall, was awful, years of grime. He put in the avionics as mock up just to show me the light at the end of the tunnel. Wiring harness for transponder is done and was extremely easy, especially with Garmin’s altitude encoder. Hope audio panel goes the same way. Here’s some pics. Anybody got advice on how to paint the aluminum instrument panel? I want to do flat black.
  10. 2 points
    I was out at Willmar today and ran into Paul (Beck). Man, it was cold. But for whatever reason, running into him reminded me that he re-sealed my tanks 11 years ago. Back in that time frame I was new to Mooneys and put it down hard a few times. The tanks are still perfect. I am not going to tell you that you need to re-seal instead of patch, but if you decide to re-seal Paul is as good as they come. I have over a thousand landings on those tanks at this point and not a single sign of any blue.
  11. 2 points
    I'll have a quote from my shop in the next few days. Asked for a quote of 10 each of the up and down lock blocks. David
  12. 2 points
    You situation sounds similar to mine also. I was flying a 1/4 share of a 68 cherokee 140 but wanted an instrument platform that. My old 140 was VFR only. It would take an investment of what the plane was worth to get a basic IFR panel. When I bought in we had all agreed that we would eventually sell and buy a new plane that was instrument rated instead of upgrading. After a few years, half of the crew backed out and so me and one other guy found a 75 E model that we would buy becuase it's a "good deal." Your post reads like you have found a 'good deal' too and I want to caution you on what a 'good deal' really is. We bought a 75 E model from a guy on the field who hadn't flown in a while. He just wanted the plane gone becuase he had lost his medical and his grandson didn't want the plane. It appeared to be well taken care of despite sitting, it recently had new windows installed, the engine was run regularly even if it wasn't flown, and my A&P was the same guy maintaining the plane and recommended it. We did a pre-buy and all checked ok so be bought her. In year 1 we had to replace the ADI that failed within the first couple of hours after the papers were signed. In year two, we had to reseal the tanks which had developed a nasty leak becuase she sat with mostly empty tanks and the sun had dried out the sealant. We also had to do the shock discs at the same time to protect the new tanks. In year three, we are currently working on an engine overhaul. We knew the engine was high time, but it had just been torn down for prop strike inspection less than 500hrs ago, so we were hoping for another 1000-1500hrs before this point. We only got about 200. I bought with what I thought was a pretty nice IFR panel only to realize in this day and age, if you don't have GPS, your SOL. I struggled to find instructors that even understood VOR to VOR only kinda flying. My IFR training also hit a snag when I couldn't legally file into my own home airport becuase I didn't have an ADF. That one is a frustrating story, becuase I had the antenna removed when we installed a G5 to replace the analog ADI. I did it thinking, no one uses ADF anymore, sure go ahead and take it out and BOOM, no longer legal to file my home drome since the only approach is ADF required. Now that I've said all the doom and gloom, here is the good news. For a cross country, I burn less gas in the mooney than I did in my cherokee. Sure, the fuel burn is significantly higher than the cherokee, but it's also significantly faster. One of my reuglar trips is to my parents house in Georgia. It took me about 2 hours in the cherokee at about 14-16 gallons. The mooney is just above an hour at a fuel burn of about 13-15gallons. I love my plane and while she is down for overhaul, we are also upgrading the panel. My recommendation, however, is to figure out your mission, figure out your budget, and find a plane that matches both. And when you are looking, don't find a "budget" plane. They can eat your lunch. In terms of aviation, budget means poorly equipped. Well equipped and budget tyically means something is wrong. Not always, there are some unicorns out there, but caveat emptor my friend. I would highly recommend a mooney, but I would recommend againt buying a plane that you know has problems. Those are the problem you know about. If an owner allowed that to happen, what else did they neglect and allow to happen? Just sayin'. Sorry for the wall of text.
  13. 2 points
    Welcome aboard, Casey. Airplane economics work the same way no matter which brand you buy... Get the most capable plane to match your budget... Follow Niko’s example above... Train for the IR any way you can... it makes the most sense to train in the Mooney you will own... At no time will it make sense to fly a slower plane... with a Mooney they have a special knob that allows it to fly as slow as a Piper... There are other planes that Mooniacs fly for low and slow... so don’t get me too far out of line.... Wing levelers are cool... but, if not working, it could be simple or exasperating... A most capable nav com makes things worthwhile... look for a WAAS capable nav com gps... if possible. Getting one installed takes your lunch money... for a year! So... to answer your question... yes, it’s worth it... Go Mooney! Feel free to post pics of your now X-plane... Best regards, -a-
  14. 2 points
    38 grand will get you a vfr mooney. Spend the extra cash right away and get something ifr. Id personally recommend the M20E. Fuel injected is a lot nicer and allows lop operations. Edit: however we live an era where you can install a full ifr panel for under 25k. Gnc355, a par200b, and dual g5s is a really nice setup.
  15. 1 point
    Mooney owners just love stone crabs.
  16. 1 point
    You can try a 1000uf electrolytic capacitor from the power lead of it to ground, or running the ground wire back to the battery. But to be honest, they’re often electrically noisy. Replace it with a whelen led.
  17. 1 point
    I have used them in years past, and they were quite nice to work with. Of course now, you could schedule a paint job with Hawk and drop it off there...
  18. 1 point
    The Hartzell ran about $1000 cheaper, that's a pretty good reason? They also have hub that can be regreased, where you just have to cross your fingers with the Macauley. Also, I recall @Cody Stallings said he liked the Hartzell's better... If you want, I can dig out some of the price quotes I got from a couple years ago... Edit: Oh, I already posted that info previously on this thread
  19. 1 point
  20. 1 point
    He’s still the PIC: Pilot in cargo.
  21. 1 point
    When approaching from the east within the 005-185 sector the GTN will ask you if want the course reversal. This is to help you in case you need to fly the hold for some reason. It does not however override what’s published on the plate. When approaching from the east within the 005-185 sector it states No PT. You cannot fly pt without communicating with atc.
  22. 1 point
    Yeah, I am with you on the opening the thread again. I don't understand a prop requiring servicing four times in three years. It has been worked on by two different shops and yet still has a problem. When I was talking to Joey on Sunday night my wife was listening in. The conversation went something like this: Joey: "There are several options. We can get the prop resealed again". Wife: "Buy a new prop". Joey: "We can find a new hub and reuse the blades". Wife: "Buy a new prop". Joey: "We can buy a new prop.". Wife: "Buy a new prop". So I am shopping for a new prop . Right now I am not seeing a compelling reason to pick the Hartzell. The 10 or 12 additional pounds seems like a real minus. I plan to look at the W&B this weekend and call Joey with my decision on Monday. Jim
  23. 1 point
    Scott, that is true. The main thing I was to avoid with altitude is heat. Short flights are hot ones in the warmer months. Then again, on a short flight with a Mooney you don't sweat long. Once the days get a bit longer I think I'm going to restart my own IFR training. Also, I thought I'd add my own voice to those giving thanks fur your participation here. Nice to have informed opinions, unlike my own spew.
  24. 1 point
    When I was a teenager my dad borrowed a still and got a recipe from and old guy that used to be in the business. We made some moonshine in our farm shop as an experiment to see if we could get it to run an engine. My dad tasted it and said it was awful. He gave some to an old fellow that used to help on the farm and he said it was just right. He said if it was any better you wouldn't have give it to me and if it was any worser I couldn't drink it.
  25. 1 point
    You may not need them. Usually Precision Hose Technology already has all the specs. -Robert
  26. 1 point
    awesome.... and good luck monday
  27. 1 point
    In the case of my Comanche, the MT is the only STC available to me, so I have no other choice. The old Hartzell was quoted at $40K for Hartzell to build a new one. Clarence
  28. 1 point
    Oooooooooooh, I see what's going on. The reason they don't use the camloc's in those very forward holes is because of the tight curvature. All the rearward holes have much less curvature, so it's easy create enough space to clear the camloc's while they are still retained. I'd suggest taking the retainers off only the two forward holes, that way you don't have to worry about losing more than just those two. It's easily removable with all the other camlocs retained. Do you have camloc's on the two holes inside the cowl inlet near the spinner? How did they fit receptacles inside that space? Otherwise, you could get your mechanic to install the appropriate nutplates in the forward hole and the two in the inlet, which is the way it came from the factory. IIRC, replacing all side fasteners with Skybolt equivalents ended up being less than $150. It was more the pain of ordering some extras lengths and taking the cowl on and off that was expensive...
  29. 1 point
    Terrible terrible news. Expect it will be quite some time before we know the whole story. Just sucks when these things happen to our fellow flyers. Prayers out to all that were in their lives.
  30. 1 point
    Indeed very sad. When information is available, we will discuss the cause and how to learn from this tragic event. Sent from my Pixel 3a using Tapatalk
  31. 1 point
    The only one I am aware of is the one I make.
  32. 1 point
    Thanks ohdub.! I have the skills and those around to assist so doing and getting work done is not an issue, tying up the plane while doing it is ! Appreciate your comments!
  33. 1 point
    KLAL and camp out with your plane. That's what I have done for the last few years. Bring water, drinks and snacks they have enough food at the event.
  34. 1 point
    Hard to tell from the scant info you provided. Where were you when you activated the approach? How did you activate the approach? Did you select VTF? Did you designate DUCER-EDLUC the active leg? Did you edit the flight plan and perhaps eliminate the hold?
  35. 1 point
  36. 1 point
    So as I tell this war story, bear in mind that I have been in an accident in a turboprop that resulted in a totaled aircraft. This story tops that experience in how close I came to death in an aircraft. So I was in a Citation going from the DFW area to FLL many years ago. As I got closer to FLL the controller descended me to 3000 feet and has me intercept the Loc for 10L/R (dont remember which one). What I remember that stood out was how far out they did this... I was probably 20 miles from the field at this point. This was unusual to me. Flying along doing what I was supposed to, I was given a frequency change. I looked down to tune the radio. And for reasons unknown, rather than call immediately I looked back up to take a breath and look around outside... That is when I saw the tailfeathers of a C172 directly in front of me less than 1/4 mile. I'm doing 250 kias and he is probably at 100kias. A 150 knot overtake with very little time before impact. The Ap was disconnected and a maneuver to the right was made. I passed about 100 feet to the right of him. The next thing I hear is a radio transmission. " Approach this is cessna Nxxxxx, we just had a jet go past us really fast and really close, were are on the loc at 3000 as instructed" Obviously 2 different controllers had put up both of us on the loc at the same altitude. Had I looked up only a few seconds later a collision might not have been avoidable. Had I not seen him, I absolutely would be dead as I was heading straight up his butt. The severity of this situation didn't really hit me in the air. I just did what I had to do and it was definitely a "wtf" moment. However as I was reflecting on the entirety of the flight later that night, the severity really set in and I got the shakes thinking about the serendipitous nature of seeing him. It was probably one of the first things that happened to me that made me realize that it CAN happen to me. Unfortunately it wasn't the last reminder of this. Even when flying on an IFR plan, when VMC, keep that head on a swivel at all times.
  37. 1 point
    Just a hint when you find the instructions for the Fuel Servo finger strainer you will find that most people do it wrong and take off the cap instead of the fuel hose. The instructions say to do it from the fuel hose side. And now you will find out that you need crows feet wrenches.
  38. 1 point
    So in the USA we are required to have the Service and Maintenance manual available to work on the planes. I would think your 50 hour list would need to reference these manuals. Being from IT world it seems that would answer many of your questions. There are some available for download here on Mooneyspace. There is also a manual for the Engine and the Prop. If you would google Mooneyspace and oil screen there were several videos posted by a MSC.
  39. 1 point
    I think the only 3 blade I'd try on the 4 cylinder engines is the MT.
  40. 1 point
    It's been very educational following this thread. It's like a $25 continuing education course.
  41. 1 point
    Some great info on this thread... I want to throw in a few pennies. Aside from all the good advice given here, we should ALL be verifying altitude at the FAF... No matter if you captured the GS AT the FAF alt or if you captured it higher. The FAF is your last chance to spot an altimeter error before going down on the approach. Perhaps it was set erroneously, failed/stuck/, wrong setting was reported.
  42. 1 point
    I bought my first Mooney with 1900 hours on the engine, for a deal. My mentor/flight instructor told me my best deal would be buy one with high engine time, don't pay for engine time YOU THINK you're going to get, and then not get it. We did a pre-purchase inspection. It looked pretty good and the compression's were decent. I immediately started my IFR training in it, lost no time to maintenance issues, and flew if for a few years before finding metal in the filter at exactly 2400 hours. I got 500 hours of engine time for free. I sold that plane with 850 hours on a Lycoming factory OH, and had I changed out the engine at time of purchase, the new engine would have been at 1350 hours (past the half way point to TBO). Don't be afraid of a high time engine. Just make sure you are not paying for useful engine time in the price either. And if you do buy with low to medium engine time...... cross your fingers you're not paying for engine life you may not get. Tom
  43. 1 point
    Fry- There are many here who are glad you are here. Many smart people here ready to answer your questions and help you along as you gain experience in Mooney ownership. Many here would like to hear of your trips flying in Europe. Many in the maintenance world have seen new owners who are not near as perceptive or smart as you have shown to be. Please keep posting about your travels, many want to hear about them. WE have speed limits every where but some treat the roads a Autobahns here too :-)
  44. 1 point
    I did the PPL in a cherokee 180, flew for a couple year and bought a mooney. After owning the mooney a year or so, I started my IR. I think using the mooney for the instrument training was a smart move. You learn all the speeds and power setting for the plane you'll actually be using. I'd be a little leery in your situation though. You have a solid plane that you know well. You're buying a mooney that is an unknown. I'd hate for you to delay your training if something developed in a new plane. Although it's possible in your 140, I think it's less likely since you know its history better.
  45. 1 point
    One other thought, all the pricing I mentioned was for a C model. If you go E model you may as well figure at least $10,000 more than a comparable C model. This is a decision for you to make on budget but from all I’ve read the performance and fuel burn differences are negligible when considering the cost difference. Also, once you go fuel injected the cylinders are almost double the cost if you have to replace one or price an overhaul. Otherwise, E models are awesome too, just depends on your mission and budget. Sent from my iPhone using Tapatalk
  46. 1 point
    That is looking more like a sensor challenge... Chasing wires may find what might be happening... To have the OilP drop out the bottom, would require the OilT to go out the top of the range... If the mechanical oil pressure regulator was failing... it probably wouldn’t fix itself the next day... Great pics, thanks for sharing them... Ask your mechanic to check the oil pressure regulator to see if it has aged... check for loose wires for the OilP sensor... PP thoughts only, not a mechanic... Best regards, -a-
  47. 1 point
    On 2008 M20TN Acclaim Type S - Occasionally I have low oil pressure immediately after landing, in the yellow arc, and when I increase RPM to say 1700 it climbs but still in yellow arc. If I decrease to low idle of 830 then it drops into the red at 9 psi. Does not occur all the time. Any ideas? Only 20 hours on the oil. I never go over 25 on oil.
  48. 1 point
    Way to go Fry! Safety of flight depends on how much you know your plane... You are on the right track. As for the PhD in physics... that might get in your way... too much of a good thing... If you have a training budget... there are a few workshops that may interest you... Look for training run by MAPA and Don Maxwell.... Another thing that is popular amongst MSers... Owner assisted annuals... By helping out with the annual... in a hands on sort of way... you can learn the intricacies that your are describing... Don’t be afraid to work with your mechanic to learn the ropes... Get the manuals... some are around here. Maintenance and parts and POH.... all are important. Clarence wins an award for generosity! Supporting the MSers with deep mechanical/technical information... PP thoughts only, not a mechanic. Best regards, -a-
  49. 1 point
    I'm not sure, but I think this might be one of Mooney's problems. We don't care, but the people who can afford a $900,000 airplane do care- or they have have so much money they don't give a shit about a few more dollars, but they do want the latest and greatest stuff out there. Mooney is trying to sell a 50 year old product with a fancy new turbocharged engine and a second door. Cirrus is trying to sell a 15 year old product with all the latest bells and whistles and it always had a second door. And their wives like the idea of a parachute because it makes them feel safer. Five pages into this latest Mooney factory thread and we're all still in denial about the future of Mooney. Beechcraft and Cessna basically merged and they're still only selling around 5 new A36 Bonanzas a year.
  50. 1 point
    We release trucks all the time before being paid ........ to customers that we know will pay the bill ...... or work reasonably with us if there’s an issue. Michigan requires possession AND the lien applied within 60 days of completion. Not uncommon at all. I’m celebrating our 35th year in business (Heavy Duty Truck Dealership). It’s rare you will find Clarence ( @M20Doc ) AND me agree a mx shop is out of line, as we see so many customers wanting top notch service but not wanting to pay the price for that service. The fact @Jim Peace never mentioned this prior says A LOT about his integrity. It sounds like he even tried to resolve it with the owner after this foolish decision to bill him nearly 1 1/2 years after the fact. Only after that ridiculous mx shop decision does he reveal this situation. I’ll work on your stuff anytime Jim, with an open charge account as well. All I ask in my business is a chance to make it right. I would have followed up with your issue AND PAID that competitors $900 bill, without you asking me to. Been there, done that, and used those circumstances to prove to my staff if they don’t get it right, the cost for someone else to do so will come out of THEIR bonuses! Tom

*Members that donate $10 or more do not see advertisements*