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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 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!
    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'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
  8. 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.
    2 points
  9. 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-
    2 points
  10. 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
  11. Mooney owners just love stone crabs.
    1 point
  12. 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
  13. 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
  14. Precision Hose has all your answers.
    1 point
  15. 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
  16. 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
  17. He’s still the PIC: Pilot in cargo.
    1 point
  18. 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
    1 point
  19. 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
  20. 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
  21. 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
  22. You may not need them. Usually Precision Hose Technology already has all the specs. -Robert
    1 point
  23. awesome.... and good luck monday
    1 point
  24. 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...
    1 point
  25. 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
  26. 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
  27. 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
  28. The only one I am aware of is the one I make.
    1 point
  29. 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
  30. 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
  31. I think the only 3 blade I'd try on the 4 cylinder engines is the MT.
    1 point
  32. It's been very educational following this thread. It's like a $25 continuing education course.
    1 point
  33. What’s the weight of your choices, all things being equal, I would choose the lightest.
    1 point
  34. Casey, not enough data. If your 140 has dual navcoms, it would make a fine platform to do your IFR training in. The "needs another radio" in the C model you have found along with "something about the wing leveler" could also set you back 15K. I feel that the simpler the avionics is, as long as it meets the IFR requirements, the easier the check ride will be. If you have more sophisticated avionics , the DPE will add that complexity to your IFR test ride. Master IFR in the 140. then run to the Mooney that meets your needs.
    1 point
  35. 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
  36. 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
  37. 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.
    1 point
  38. Wouldn't we all.....I could finally catch a tailwind......
    1 point
  39. 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.
    1 point
  40. 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-
    1 point
  41. 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-
    1 point
  42. 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.
    1 point
  43. @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
  44. Power off abeam. Be already at gear speed or below. Gear down half flaps, trim for 90. That is your starting point. Now you have TWO tools to use to get down, and TWO to extend: TO get down: 1. The rest of the flaps 2. Slip, to include a turning slip To extend the glide: 1. 10mph+ of extra airspeed in case you misjudge the wind or are coming up short. 2. The rest of the flaps..... If you're coming up short no need to use full flap now is there? Now go forth and use your tools, and practice. That is what mastering the maneuver is all about, practice. And the more practice you do in varying wind conditions, the better.
    1 point
  45. Should we continue to donate to the original fund to help cover the extra expenses?
    1 point
  46. The excessive play like above happens when the thrust Bearings that are pressed into the hub aren’t fully seated. Over the 10hrs you operated that Propeller the rotation of the propeller an the centrifuged forces seated the bearing an opened up the Snap Ring to Carrier clearances. That blade just needs to be Re-Shimmed. Very Cheap easy thing to do. Takes longer to remove the spinner than to do the actual job. Now!!! The whole prop needs to be condemned your told. If that’s the case there would be no core value to that propeller. Also, if it is to be condemned you should be able to hang it on the wall at your place. Shouldnt be shipped anywhere!!!!! Your Propeller Sir, can have its blade Re-Shimmed an be sold as a Continued Time 10hr SOH Propeller........ Just food for thought. Stuff like that gives me the RED ASS!!!!
    1 point
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