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    Mufflerbearing

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Popular Content

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

  1. 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 FIK
    8 points
  2. Anyone have the number for Gilbert Gottfried’s agent?
    5 points
  3. 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.
    3 points
  4. 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
    2 points
  5. 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
    2 points
  6. 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.
    2 points
  7. 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.
    2 points
  8. 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
    2 points
  9. 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 wh
    2 points
  10. 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 c
    2 points
  11. 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.
    2 points
  12. 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,
    1 point
  13. Mooney owners just love stone crabs.
    1 point
  14. Hey left coasters, Anybody going to this: http://www.washington-aviation.org/NAC&TS.html Anybody been in the past? Is it recommended? iain
    1 point
  15. Seems to be a lot of “chute envy” going on here. CFIT is almost always fatal. Pulling the chute within the parameters is almost always survivable. They made a split-second decision and walked away. If they’d made a split-second decisión the other way and it had gone badly it would have gone VERY badly. Sometimes when we make choices with very asymmetric consequences (wrecked plane vs, death) it pays to make the conservative choice. I’m glad two fellow aviators are alive and well and able to fly again.
    1 point
  16. 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.
    1 point
  17. Precision Hose has all your answers.
    1 point
  18. 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...
    1 point
  19. 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
    1 point
  20. Another thing to consider is fuel burn when flying formation is typically 30% or so higher than in typical cruise.
    1 point
  21. 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.
    1 point
  22. 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 . Ri
    1 point
  23. You are correct. From the west it gives yiu the hold. From the east it gives yiu the option. Middle of the night brain fart.
    1 point
  24. Nice work! Note that the pushrod tube lock springs on cylinder 4 are not locked yet. Clarence
    1 point
  25. 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.
    1 point
  26. Approaching DUCER from the northwest with DUCER loaded as the IAF transition and as the currently active waypoint should have given you the procedure turn. The aircraft was positioned at UZMEF in this simulation. Arriving from KSJX in the NoPT sector, OTOH, it asked whether I wanted to fly the course reversal.
    1 point
  27. 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
    1 point
  28. 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 th
    1 point
  29. 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.
    1 point
  30. 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
    1 point
  31. The best question you can ask of your new MSC? Do they have the correct tools and torque wrench to check the gear over center torques?
    1 point
  32. The only one I am aware of is the one I make.
    1 point
  33. 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.
    1 point
  34. 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?
    1 point
  35. 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.
    1 point
  36. 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.
    1 point
  37. I think the only 3 blade I'd try on the 4 cylinder engines is the MT.
    1 point
  38. It's been very educational following this thread. It's like a $25 continuing education course.
    1 point
  39. Unfortunately, there is no such thing as a conveniently located mechanic in my case. And I know I sound differently above, with the self-written maintenance manual and such, but believe me, you US guys have it much better in every (aviation-related) respect. Gotta appreciate that! Thanks again to all of you for the valuable advice!
    1 point
  40. 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, a
    1 point
  41. 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 :-)
    1 point
  42. Buy the best condition Mooney you can find, with an IFR GPS in it. C, E, F, doesn't matter. Fly it for a year, learn its ins and outs, then start IFR training. I did that with my C, it's a wonderful, stable platform. If the wing leveler holds the wings level, then it's working properly. It is designed to be on all the time, except while holding thst little button down with your left thumb (helpful for maneuvering). Affer the first several months, I just quit bothering with the button, overriding it is not difficult or dangerous, and doesn't hurt the unit..
    1 point
  43. 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 bette
    1 point
  44. 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
    1 point
  45. Monday Shareena, Emmalyn, and I flew back from Roseburg. Sadly we were there seeing family in the hospital. There was an over cast layer of about 1000’. It was the first actual I’ve had in months. Maybe spring is coming. Sent from my iPhone using Tapatalk
    1 point
  46. @FlyByMike, we can be more helpful if you'll add some info to your id. Where are you based? We have MSers almost everywhere and we know some shops we can recommend to do your pre-buy. M20Es are highly prized by those of us who are lucky enough to take care of one and many others who wish they were so lucky. I bought my current '66E 8 years ago with a low time engine and many mods. It was a great candidate for a forever last plane and worthy of a fresh panel and a nice paint job. Good luck!
    1 point
  47. 1 point
  48. Should we continue to donate to the original fund to help cover the extra expenses?
    1 point
  49. Folks, as one who just completed an IPC (I was still current by the way), it is actually easier to take an instructor up and do the IPC than it would be to cram in 6 approaches! Couple of reasons. 1 Every time I have renewed my insurance, the broker always asks when I had my last IPC. With the rates sliding up, the insurance co. might consider the recent IPC as part of the risk analysis. (or so I hope). 2. It is always good to shake off the rust on the rules with an instructor. There were more than a few subtilties that I had forgotten. One hour of ground and a couple of hours in the ai
    1 point

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