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Showing content with the highest reputation on 06/22/2020 in all areas

  1. The usual Cirrus vs Mooney post made me think of this. Not to often people talk about 152s. I had nice talk with my private/multi instructor. Reminded me of the day I got my private. Like everyone that gets their pilots licence i was excited and I was hanging around the flight school, I couldn't get enough. I had flown only a 152 and I thought it was the best thing since sliced bread even though i knew almost everything out there was bigger faster etc. I was talking about my solo flights and on one of them I climbed to 7000.Then in the background this guy that reminded me of Fat Bastard from Austin Powers said "I can't believe you got it that high". I asked why not the book says it has a 14,700 ceiling. he starts laughing just like the Fat Bastard and said "no way it would ever get that high"!Remember I loved the 152 so i am like Later that day I rented the 152 filed a VFR flight plan so it would show up on flight aware. Filed KASH-KCON-KASH at 14,500. I called ground copied the flight plan and he cleared me to taxi. Halfway to the runway he asked me what I was doing so I told him the story. He clears me for take off and said good luck. I am thinking why doesn't any one think it will make it. I get handed off to approach and then they ask me "what are you intentions?" I tell him and he said with a laugh "altitude your discretion. around 10,000 I got handed of to center, she could care less and was rather busy. Knowing that you can't be above 12,500 for more that 30 min when I passed 12,500 I started the timer. It took 21 min to go from 12,500 to 14,000. Took pictures outside and of coarse the altimeter. I told center I would like to descend to Nashua"proceed as requested. handed back to approach and I said, I made it to 14,000. He said, I know we were all watching and I lost $10 buck to a bet! Back to tower He clears me to land and said I see that you made it up there. he asks what was the point of that? I said because Cessna said I could and someone told me I couldn't.That following Saturday I Showed Fat Bastard the proof and he got mad that proved him wrong. It was hilarious! looking back at it now he reminds me of my 9 year old right before bedtime.In his defense it most likely would not have made it there with him in it.
    12 points
  2. The problem with airplane marketing is we tend to talk to ourselves. I once took the wings off a bunch of Beechcraft products, transported them to malls, re-attached the wings and sold them like hot cakes. Even Beech marketing was impressed. 3 of the 5 I sold on one Saturday, were to non-pilots! Putting ads on the back cover of Flying, and trying to get press to do a "pilot report" is nice, but to really move units, you need to drag that lure right under their nose. Marketing is three things. Product, price, promotion. IMHO the product lacks promotion. My hangar neighbor has a nice new Cirrus Carbon, when he saw my 2005 Ovation GX with FIKI and talked about the performance he stated he had "no idea". He bought the Cirrus because the Cirrus people have promoted their product deeper into the the potential market than Mooney. It is likely Mooney would have closed a sale to him, were it actively identifying the buyers. Waiting for them to come to a tent, see your ad in Flying etc is not how you do that. You get big data to identify the potential buyer then you go after them, aggressively.
    6 points
  3. This is the second part... with a landing at the end...
    5 points
  4. Thanks, Jerry, for pointing that out. We still run across CFIIs that are unaware of this. Hal Shevers (Sporty’s Pilot Shop) started petitioning the FAA for this around 1992. Took awhile. A second AI is worth 5 TCs (actually 4.895, but I rounded). OK, I’m kidding, but really everyone, if you only have an AI and a TC, you should seriously consider replacing the TC with an AI if you fly much IMC (unless of course you have a rate-based autopilot). Look up the accident rate for partial panel IMC. There are only two reasons for standard rate turns: 1. It avoids banking too steeply with risk of loss of control. This problem is negated if you have a second AI. 2. It allows timed turns in case the HI fails. But now days, it’s easier just to use GPS track. Skip
    5 points
  5. I can afford to pay for the plane in cash. I can afford to buy a plane for you and a couple of your friends too in cash. Why would I do that when the return on that money in the market has given me a 43 percent return this year and interest rates are historically low. Never use your money when you can use someone else’s.
    4 points
  6. Kpaul is correct...the E model is currently in Garmin's possession. They have begun the process for certification. This I know for sure, reguardless of what anybody says. I own the E that they have.
    4 points
  7. Another flaw with this poll run at 830am is that well the fastest mooney drivers sleep until 1030am since they don't need to get up as early since they can sleep late and still get to where they need to go and on time. Life at 242TAS.
    4 points
  8. I much prefer a second (and third) AI to avoid partial panel completely.
    3 points
  9. Cirrus has marketed a life style and Mooney was talking to themselves. Go to where the money is people that have shit loads just need a little help in finding ways to spend it.
    3 points
  10. I just did this flight today in my 252. https://flightaware.com/live/flight/N252AD/history/20200621/1456Z/KBOI/KBJC 640 miles - 3 hours - 31 gal - 13,500 most of the way - and was over 170 TAS just about the whole flight. I didn't get much of a push at all from a direct cross wind for the duration. Leaving almost 200 lbs of fuel on the ground helps with the useful load. We still go non-stop with plenty of reserve. But then I'm not flying a minivan. I like my tight handling, sit on the floor, go fast on very little gas, Mooney. The folks we stayed with in Boise have a 1988 911 Turbo. Very similar to my 1987 252 Turbo.
    3 points
  11. Another plus for Aero Graphics. They sent me the flap/trim decal (x3, actually) for FREE. She said it was such a minor run and no big deal. I told her I’d be redoing more graphics in the future and Aero Graphics would get my business. I called them a few months ago when I was redoing the flap/trim indicators. I had discovered the carpet pile over the nose gear wheel well was interfering with the needle movement. Trimming the carpet pile for more clearance fixed it. While I had it all apart, I replaced the sticker.
    3 points
  12. sadly, you've flown higher in a 152 than I've flown in my mooney.
    2 points
  13. Generally agree, but it is also nice not to owe anybody anything.
    2 points
  14. Lot of good info here. If you look at older POH's you see they use 6 for the weight on the weight formula, somewhere along the line they changed the formula to 5.82. As you point out the actual W&B calculation has used 6lbs since forever. SO - as mentioned in another post never use the full fuel method. I am going to have the mechanic just calculate the new weight from the last known aircraft weight. If I ever put in the new CIES fuel senders I'll probably weigh it empty to get a good number. Thanks everyone. PS: you really cant use the FAA reference as you mention as the Service Manual calls for using the formula in the POH and the POH calls out the 5.82.
    2 points
  15. You may as well just install a relief tube to prevent leaks during those low manifold pressure times. Also, forgot to add..... Don’t forget to label that bucket because you really don’t want to mistake that one for what you have in primary fermentation. Unless you’ve upgraded to a conical.
    2 points
  16. Make sure you set this option: Tom
    2 points
  17. I just installed my own avionics. That way I know it is done right. That being said, I was amazed how long it took.
    2 points
  18. I have a set if landing gear pucks that I bought from aircraft spruce and the plane I bought them for never closed. They won’t take them back and I need to selll them. I have enough for the two main gear, which is eight pucks. They are useable on all the gear but three more would be needed for the nose gear. they sell at aircraft spruce for $122.75 plush shipping and tax which would be around $1,060. Im willing to sell them for $800. if interested please email me at schllc@aol.com
    2 points
  19. Thanks for update @EricJ. Hope that everything will go well with overhauled governor. I'm having the test plate machined this week (any workshop can do it - it costs $50 in Poland, most of it being price of 1/8" NPT taps not so common in Europe). If everything goes as planned the pressure test is scheduled next week. regards, Marek
    2 points
  20. Cabin class twins are other worldly.... Mooneys are all about Speed and Efficiency.... Using up a single engine Over 2khrs is expensive.... near 50amus Using up a big engine with a turbo... is really painful...near 100amus if you toss in the prop. Using up a pair of big engines with turbos... is otherworldly expensive... And... if you like to be highly involved with flying... a pair of 310hp TN’dIO550s would be really nice to fly... So... We covered Capex... 200amu buys a lot of plane... We sort of covered Opex.... annual hours, fuel price, burn rates, annual maint., hangar, insurance... Then we went in various directions on twin Overhauls.... Call that maintEx... Might throw in single turbine and continuous education.... and the Holy cow insurance bill that come with that... Ordinary MSers Fly singles for a few reasons.... What they fly for work.... is often really impressive... People that fly twin turbines for work, fly Mooneys on their own budget... Then there are a few that start with a great turbo Mooney to prepare for their next level... Some have gone turbine, others twins, and one guy just sold his Acclaim while stepping up to a twin jet... The cool thing about MSers... no two are alike... Best regards, -a-
    2 points
  21. How did you take the sample? Was it the first oil to run out of the sump or did you let a little drain and then take the sample mid-stream?
    2 points
  22. I'm at DVT, SE hangars. Have a 79' 231. Just came back for Colo where it is a lot cooler, but smoky. Happy to discuss Mooney aircraft any time.
    2 points
  23. Call Paul or Eric up at OasisAero in Willmar, MN. That is pretty close to Omaha for a Mooney and one of the best Mooney service shops in the country. They can ferry it up there and back if needed and can even provide your transition training.
    2 points
  24. Yup! These pics were just the positioning tests, posted for @Planegofast reference - after all this testing, the hoses were installed permanently and a section of 1 1/2 inch fire sleeve was slid over the transducer. The wires were poked through a small hole, sealed with RTV. My fire sleeve is closed off with stainless steel bands and the assembly is adel clamped to the box, with a rivnut (I think?). I should have better clarified that these were not the final pics...just early uncluttered photos to show the fuel line routing and transducer location.
    2 points
  25. Well...I flew an SR20 once, my first flight in 13 years since I sold my M20J in 2005. It was nice, but I found its performance "uninspiring". At the time I thought it had a Lycoming IO-360...later discovered it was a Continental IO-360. 4 cyl vs 6 cyl...but stil the performance was not what I remembered from my 201. I transitioned to the SR22 hoping to scratch my returned itch to fly. Finished all the Cirrus training, and on my 4th or 5th flight thereafter I was just out to fly. Leveled off at 6000' set up in cruise at 75% power burning 18.9 gph...and I did not quite have 170 KTAS. Uninspiring...actually maddening. Brute force, yes, but that performance from 310 hp and 19 gph? I missed my Mooney. I now own a Rocket. I was at 5,000 feet last Sunday heading home to Ohio from KJVY. 17.8 gph, 175 KTAS at 65% power, engine not even trying hard. Way back in the day, my '78 M20J would consistently get 162 KTAS on 11 gph Point is: i think your Cirrus speeds are "book speeds"...my experience is neither will do that. I supposed you get by with the word "compare"...150-155 knots will "compare" with an M20J...but it sure ain't the same. I think an Ovation will outrun any NA SR22 by 7-10 knots at all altitudes, and probalby do it on at least 2-3 gph less gas. Turbos? same, probably a better delta in favor of the M20Ts. Is a Cirrus "bigger"? Feels bigger. More comfortable? Personal preference: I like my Mooney, I like the sitting position, I like how it feels in my hands, and I like the exhileration of seeing the elegance of the engineering that produces the raw speed.
    2 points
  26. I've always thought: Cirrus--people afraid of something happening (because the parachute will save you, right?) Mooney--people who love to fly!
    2 points
  27. Don't feel bad. We've been told for years that high CHTs are bad, the red box will destroy your engine, running deeply LOP is better for your engine, and the engine manufacturers don't know how to operate their products. These engines are expensive and we want to do whatever we can to increase their longevity. Not until recently has anyone told us that too much of a good thing is bad. I took the APS course in Ada a few years ago and I don't remember anything about low CHTs causing valve sticking. Since Mike Busch credited Ed Kollin, I looked on Gamguard's website and found this more length dissertation: Camguard-Parts-1-to-3.pdf
    2 points
  28. It's not a max, wrong wingtip/winglets. -Seth
    1 point
  29. Thanks Don. It is possible that it needs more time. I thought on average chrome cylinders broke in faster. But when they pulled the cylinder again recently, the cylinder overhaul guy said that there were no issues with the cylinder but it looked like it was not completely broken in. I just got this information from a phone call a few minutes ago. I was not sure if you could tell the break in status by visual inspection. I know that oil usage, etc...is a way to help tell how the break in is going but I was not sure you can tell by visual inspection.
    1 point
  30. Speak with Bob Howe or Pat Fallon at Dorr Aviation. Rates are currently at 3.95%. Most pleasant, personalized, easy processes I've experienced. Very small company with decades of experience who not only care about what they do, but fight hard for GA as a whole. Based in MA, but lend nationwide. Terms up to 20 years...per website. https://www.dorraviation.com/ Steve
    1 point
  31. Well, they did pressurize the intake system and found no leaks. Not sure about the carb heat. Interesting about the lean cylinder. Looking at the EDM 900 data from the last flight, the #1 and #3 EGT's were 100 degrees warmer than the #2 and #4. As you know the #1 and #3 are on the same side of the engine. When I did the lean find from ROP on the EDM 900, the #1 cylinder was first to peak. I wonder if there is something that would cause the 2 cylinders on the same side to run 100 degrees warmer on the EGT's or if that is even an issue. Just thinking out loud.
    1 point
  32. What rings do you have? Steel cylinders run chrome rings, but you don’t want those running in a chrome cylinder. Also, did they confirm ring gaps? Too tight and they will run hot and/or break. Apologies if this was covered previously.
    1 point
  33. @MATTS875, based on my experience with mine this is how it works: The device wifi needs to be setup with the 510 and paired via BT to the 345 the first time. Thereafter Garmin Pilot will connect automatically to wifi for database transfer. It will give you a message on the GTN. Once transfer is finished it will automatically drop the wifi and switch to the BT and 345 for ADS-B weather and traffic.
    1 point
  34. My 231 - 1985 model - If I recall correctly, there is a white nav light and a strobe bulb. In the parts manual it is called out as a nav/strobe assembly. I will be at the airport tomorrow and verify if it has a white and strobe light. I know there is a strobe power supply mounted to a side access panel at the rear of the fuselage as mentioned above. According to the parts manual, the aft wingtip lights started with the 252 series. That would imply you do not have this and would require a rear white nav light. My 231 does not have rear wingtip lights.
    1 point
  35. A true craftsman.......... fit & finish and attention to detail, @M20Doc you da man
    1 point
  36. Thats an option. Its what Piper did for the gross weight increase for the M600 meridian.
    1 point
  37. If not on a ILS approach then it’s called a glide path. On an ILS approach it’s called a glide slope. A 3 degree glide path can be referenced by an approx 750’ descent rate (see correction below) on the VSI absent of any PAPI, VASI. It’s just for reference however. A visual approach you should have your eyes outside. Yes... the correct 3 degree approach picture comes only with experience. Pitch for the correct picture out the window and power for airspeed. Don’t change that sight pictur when on the correct glide path. PS.... I was thinking big plane which I usually fly..... the correct descent rate for your speed can be referenced by Jeppessen approach plate for any ILS approach. Most approaches flown at 70kts ground speed gives you a 350’ descent rate. If there is an ILS approach to the runway you want to use reference it for the proper descent rate even for a visual approach. On the approach below proper descent rate for a 3.1 degree glide slope/glide path is 384 ft min. PSS If your not instrument rated it doesn't hurt to dial in the ILS and reference it on a visual approach if you plane is so equipped. Airline world... all our visual approaches are backed up by a published approach to the runway if available.
    1 point
  38. My C's panel is still steam gauges. From time to time I think about a major up-grade, then I read threads like this and think about how easy/inexpensive it has been to maintain my panel and I give up on the whole idea of "upgrade". I think selling my plane and buying an already up-graded plane makes way more sense for a couple of different reasons. I wish I could do the install myself in my own hangar on my own time.
    1 point
  39. If your trips were all going to be 168 nm then I would say a J, or if you could afford it, an Ovation. But when you go to 1400 nm you will want a turbo. Lowest price - 231, no FIKI available, good useful load usually above 900 lbs. Mid-range, 252, essentially the same aircraft but a better engine and can be FIKI but those are rare. Mid-high, Bravo, higher maintenance cost and gas use, lower useful load, very fast and capable in the flight levels. I fly my 231 two ways. One is lower altitudes, LOP, 16k or under, at a fuel flow of 11.1-11.3 GPH and TAS of 150 to 165 depending on altitude. The other way is ROP, higher altitudes, 13.3-13.5, basically the same power output as LOP, I need ROP up high for cooling. Typical would be to fly east to west in the lower altitudes, west to east up high. But the major benefit of a turbo is the ability to get above the clouds and turbulence for a smooth ride. Not practical, though, for short (168 nm) trips, not worth it because of the time to descend and climb. Useful load is 919, payload is a little over 460. Works for me.
    1 point
  40. An important variable here is what's the time budget for the long trip vs stop tolerance. A 252 will do it if you have no luggage in one stop if you get a light one. It's going to take you all day though. Better get a good autopilot and o2. As was said above at your weight, comfort will be an issue in addition to fuel loading. A turbo 210 or Saratoga might be more practical for this mission to stay legal weight wise and provide comfort.
    1 point
  41. It’s true... my memory has left the building.... I need to read a few more pages of MS just to catch up... I’ll be here all night! Thanks gents, it’s great being able to re-learn such fine Mooney detail With the best..! Best regards, -a- Thanks go to Mitch... Who has a really strong memory. (Compared to me)
    1 point
  42. Not sure if your referring to me but I don't recall anyone comparing a C to a 22t. But most folks on MS do think I'm a bit nuts so easy to draw that conclusion. Please advise the group of an airplane that can do what a Mooney C or E can and can be had for under 50 to 60 grand for a real nice example. Or for that matter a decent example that can perform as well as a C for under 40 grand. What's the current market value of a used SR20.
    1 point
  43. Sorry guys, I’ve been putzing around Michigan lately at 6-7 gph. Just nice to be in the air again regularly. I feel like I’m pulling down on the curve. I imagine my Mooney brothers don’t appreciate it as much as my classmates did in college...:).
    1 point
  44. the most important fact is that there are 84 Cirrus airplanes in flight and only 11 Mooneys. Sad.
    1 point
  45. Short story....I work at a at a very big flight school. We have a fleet of 70 single engine pistons, oldest being a 2013 model. Carbureted O-360s. I’m not at liberty to share the manufacturer’s name. But it rhymes with “Diaper”... We fly a lot. Often >400 hours per day. 7 days a week. Last summer we had a rash of engine fires at startup. 6 planes melted down on the ramp, no injuries but half of them totaled the aircraft. It was always on startup. Diaper engineers were called in. Lycoming and carb manufacturer. NTSB. FAA. All of them said it was the pilots fault. Flooding the engines. Pilot error. Dumb pilots. So we bought a FLIR camera and boroscope. We tested and tested...until...we figured out that after shutdown, with no fuel flow and no airflow the engine and component temperatures actually RISE after shutdown for about the first 40 minutes. The heat soaks throughout the cowling and vaporizes the fuel in fuel lines running from electric fuel pump on the firewall to the carburetor. You open the mixture valve and vaporized fuel “steam” rushes into the carburetor and flushes all of the fuel in the bowl down down down into the air box. Get a backfire and whoosh you have an engine fire. That story isn’t directly relevant to this discussion, but this is. Diaper and Lycoming said that the only thing they knew to do was fly less. Or convert our fleet to fuel injection. So, they’re converting our whole fleet to fuel injection (mostly at their expense). But now we have fuel injected IO-360s dying in the run up area. “Stupid student pilots” they said. “Don’t try that again,” we said. So indeed, after discussing internally, the manufacturers decided that at idle during taxi there is insufficient airflow and fuel flow for fuel system components stay below 155 degrees (temperature at which fuel boils at our elevation). So, Diaper and Lycoming say not to retard the throttles below 1000 rpm while on the ground...keep fuel flowing, and it can’t vaporize. (This is while they work on approval for a fuel return circuit that flows fuel back to the reservoir at low rpm like in a Cessna.) So your problem sounds like basically every day that I taxi a brand new and very well maintained airplane with an IO-360. Of course I’m in the desert at 1400’ with very hot engines. But like you, it clears right up as soon as you’re rolling down the runway. Not sure if that’s helpful. Also sorry that ended up being a pretty long story!
    1 point
  46. Mooneys really are great first airplanes. They teach you everything you need to look for when you buy your 2nd airplane.
    1 point
  47. Are you sure you don’t want “Institutional turquoise?”
    1 point
  48. When you have a really good friend with a hangar.... Brian
    1 point
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