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Showing content with the highest reputation on 07/25/2020 in all areas

  1. Milestone achieved today +1000 hours. I flew up to see mom and passed 1000 hours along the way!
    10 points
  2. I have conceptualized a flight circumnavigating the entire US. Still on the bucket list.
    4 points
  3. Over the last week, I flew from Cincinnati to Little Rock for work. On the day I was to fly back, I was delayed and that implied that I might be deviatiating around buildups and storms near dusk - I've done that once and not a fan of doing that again. So instead of doing the 3.5-ish hour flight (that would have begun with a 50-mile leg 90 degrees from on course) I decided to fly 2 hours to Tuscaloosa to see family. The next day, I then flew from Tuscaloosa to Athens, Ohio to have a birthday lunch with my son. Then after lunch a short-ish hop back to Cincinnati. All of this to say, "gosh, the flexibility of the Mooney (and general aviation) is something!" That and "you know those days when you want to fly, but you can't figure out a mission... it is nice to have those missions laid out by circumstances and happenstance"
    3 points
  4. Here is an analogy that I think may help you understand the difference between operating a simulator on a PC and actual flying. You may discuss it with your buddies, read books and watch movies about sex but until you have actually done it, you won’t really understand what it is all about.
    3 points
  5. Hmm, my concern would be learning bad habits before taking any lessons from a CFI. Law of primacy may make unlearning those bad habits a challenge (wasted time and money). I got my PPL way before simulators were a thing...but, I did find FlightSim pretty useful for practicing when getting my instrument rating...after I'd had some instruction from a CFII. Good luck!
    3 points
  6. Root cause was the retard p-lead was shorting with the grounded shield. It was worn right at the round mag connector nut.. a likely spot for failure. I had this repaired by a mechanic and now she starts right up! No more kickback. I’ll attach pics. So... in a nutshell someone disabled the Shower of Sparks when the problem was a worn retard p-lead. Case closed.
    3 points
  7. You're right. Garmin is having problems not because the theives are bad people, but because they didn't prepare enough to fend off the attack. It's always the victim's fault . . . . Was your car broken into? You shouldn't have left it there (even if it was at your home); your alarm should have been armed; you should have installed a better alarm; why do you still have windows that can be broken out, and locks that can be forced open? Your car was just too tempting to those innocent people walking by . . . . Be more careful in the future, and maybe no one else will break into your car and steal your stuff! Get outa here!!! I blame the theives and crooks, they choose to break in and take things that aren't theirs. If only victims could send them bombs instead of cash, there'd be a lot less of this going on . . . .
    3 points
  8. Took me 1 day for the year out 2 days to sand and paint the framing 5 long days to install the plastic panels, carpet panel and carpet floor. the carpet, and carpet panels and everything I got from Airtex was of superior quality and fit exactly with very little cutting. the plastic panels were a fight the whole way. For now I’m not putting in the arm rests or accent trim strips. Best part of the finished product is that I’m loving my Rosen visors...they are so helpful. I found doing the wind lace to actually be very easy and quick as long as you are changing when you have the interior out. this job is far from perfect, but it is done, side panels and carpet can be removed easily for annuals...and above all it is done. While my AI said he would “stop in daily “ to check my progress and assist...I only saw him once. I will add some almond caulk soon to fill in a couple of spots. I actually still like my original 1981 seats, so for now I have kept them. cost for plastics and shipping $2,400...carpet & carpet walls and new insulation, phenomenal wind lace $1,300. Rosen visors $450...free labor...yeah right!
    2 points
  9. On a positive note, huge thanks to @ziggysanchez for going to look at 555GC for me.
    2 points
  10. Correct, no cutting or welding required. This is the approach I took after talking it over with my A&P IA. Better to have shoulder harnesses. Here's a photo showing the installed rear left-side shoulder harness. We bought new seat belts for the front seats with the push-button type latches, and moved the front seat belts to the rear seat. I like having the push-button style up front, much less interference with the Johnson Bar and my knuckles.
    2 points
  11. Elliot may show up on Monday if his schedule can allow. Peter is an interesting guy, I had a great conversation with him a couple of years ago at SNF. I applaud his out of the box thinking and willingness to dismiss "thats the way we have always done it" to find better ways. My concerns are 1) the belt drive system where the engine is mounted in a dampened mount, while the redrive is fixed. This might need to undergo extensive testing for belt longevity and integrity. 2) the ME in me says "I dont like what I saw" in the main strut vibration from such a delicate touchdown. 3) I would like to see him develop the leading edge cooling system instead of kicking that can down the road. full disclaimer = position 155 but most of you know that I am not afraid of technology. Personally, this is an ideal position for me. Im too old to take on a build project and may be able to treat this as a stock option if successful, or pass it to my Instrument rated son. Downside is I lose $65 escrow fee, but I have received way more than that already in enjoyment watching this project for 5 years.
    2 points
  12. I had my seats refinished by Fibrenew. (Fibrenew.com) About 400/seat. I am happy with the results as an interim solution until a new interior refit. Here is the before and after. Sorry about the orientation, I cannot get them to flip.
    2 points
  13. You can use plexiglass (so you can see where things) to make a template, much cheaper than carbon fiber.
    2 points
  14. That describes the user operation of the pitch hold button in layman's terms. The implementation is pretty clever: it actually senses changes in airspeed and/or "G" load, and applies elevator to counteract them. I've attached a page from the NAV-FLITE II/B-5/B-7 Operating manual that describes the mechanism.
    2 points
  15. You SHOULD get excited. You have the makings of a great auto-pilot! You first need to inspect the boots for ailerons and rudder to make sure they are not leaking. Yes the rubber gasket in the yoke button can also need replacement. The main control (you stated not turn coordinator) may also be non-functional. If it is I would replace with a TC100 turn coordinator controller. The accu-Trak will track a GPS heading very well. Or a VOR. The Accu-Flite uses a DG with heading bug and is EXCELLENT! To use altitude hold you pull the pitch and trim for level flight (or climb). Once trimmed you pull the altitude hold and it will HOLD altitude. There is an adjustment in the tailcone under a rubber boot (flat screwdriver) to adjust if the sight window is NOT aligned. Result is that when you cancel the pitch you are out of trim and plane will pitch up or down. Not sure why you are so concerned about a stall with autopilot on? The Brittain stuff is NOT approved for approaches JUST for cruising. The wing leveler alone is a nice safety feature. There is an electric (under panel) solenoid that eliminates the need for the yoke button. You flip a panel or yoke switch and it uses pressure to hold vacuum open or closed. It is OFF no use of solenoid when pc is on (most of time) when maneuvering you flip the rocker and it uses electricity to shut off vacuum to PC system.
    2 points
  16. The internet is a bit unique in this sense. Actually, anything with any kind of on-line connection is subject to various kinds of attacks, and if there are valuables behind the connection, then it is up to the proprietor to secure them from expected and inevitable attack. A typical residence has locks on the doors and windows, which can be bypassed by anyone determined enough to get in. A bank or jewelry store or any edifice with a significant quantity of valuables inside, needs to take more measures than the typical residence, because the attacks would otherwise be expected and inevitable. A residence left with the doors open and unlocked that gets robbed has been neglected by the residents. A bank that leaves its deposits unguarded and unsecured and gets robbed is culpable in the theft, because it should have known better. Likewise a company that leaves its digital assets insufficiently secured to expected and inevitable attack is culpable as well. If your data or wealth is ever compromised in such a situation, most definitely hold the entrusted agency accountable. If you make a deposit at the bank, you hold the bank accountable for the security of it. Likewise with data.
    2 points
  17. I think you are going to find your ADF knowledge will be immensely important in your training.
    2 points
  18. Gee that is way too easy. The 63 C model has an aluminum box around the tube that had to be cut out to make room for the bracket
    2 points
  19. Yeah the left main vibrated pretty good when it touched back down and there was a puff of smoke off the right main. They're taking bets over on Beechtalk if the test pilot will actually ever fly it.
    2 points
  20. Solo flight,headed for an easy takeout
    2 points
  21. Going to do the shoulder harness install. Know there are alot of threads but will try to post pictures as I get at it today starting on the "hard side"
    1 point
  22. The interesting part is that landing with no instruments typically results in nailing the proper airspeed. Basic pitch and power.
    1 point
  23. I don't think either of us implied the aging process was Mooney's fault. If we're fortunate, we all get older. An electric gear is a nice foil.
    1 point
  24. C'mon guys... proper technique with a Johnson bar only requires fingertip control to guide the bar into location and seat it. If you're having to put your shoulder into it, you're doing it wrong. Again, don't blame the Mooney.
    1 point
  25. On our '67 C there is no aluminum box, so we didn't have to deal with that. These mounts were made from 4130 steel, bent in a brake, shaped, and epoxy painted. They are connected to the steel cage. See the two bolts that connect the steel tube frame to the empennage, they show up particularly well on the rhs photo.
    1 point
  26. I’ve used it in cars for better part of a decade and I’m happy with it. It is NOT a quick process though. Don’t start and expect to fly that night. It isn’t a restoration process, rather a deep conditioning and cleaning. If I were to guess, your leather is not vat dyed but has a sprayed finish. A quick way to tell, does a drop of water bead or soak into a smooth leather surface? If not, it’s got a sprayed finish. If it soaks in, then your odds of rejuvenation looking good go up. Leatherique will help that type but it will never look brand new if the sprayed finish is worn/cracked. There are videos on YouTube and reviews on a site called DetailedImage.com.
    1 point
  27. I know the manual gear is beloved as a part of Mooney culture, but if it was so wonderful, why was it replaced by the electric gear? Completely. My electric (Dukes) gear has been trouble free for 22 years and as my bursitis gets worse, I am thankful for this modern convenience.
    1 point
  28. Thanks -A- I'm happy with the shoulder harnesses. We all know there is always another project... Have the electric step kit already.... Vent window functions as advertised..... Engine monitor is topping the list after all the projects that are already on stand by waiting. But want to do the whole panel at once. Not a fun project more than once with the 201 windshield. That'll be a big one.
    1 point
  29. I enjoy my (fast) electric gear, and get to store things like drinks and lunch between the seats. Used to keep sectionals and Flight Guide there with Approach Plates sideways under the quadrant . . . . It's surprisingly useful storage since there's no J-bar taking up the room. Why "modified electric gear"? Mine came from the factory that way, after the manual gear was discontinued due to lack of buyers' interest. And I think my gear motor is ITT(old memory from annual).
    1 point
  30. The digital world seems to work like the physical world: in war, weapons eventually defeat targets. All of them. Impregnable fortresses fall, unsinkable ships sink, firewalls are cracked. It's not the fault of the defenses, it's sue to the effort of the attackers. With all ransomware, I blame the ransomer, not the victim. Sounds like you blame the dead person lying in the street and not the hoodlum who stuck a knife into his chest . . . Off my soapbox and out of here. Hope Garmin is back up soon. Hope the ransomer gets what they deserve instead of money!
    1 point
  31. I have my Citi Visa card through Costco that gives 4% back on up to $7,000 a year in fuel purchases (1% after that). If I buy fuel through the FBO as full service it isn't classified as a fuel purchase by Citi, but if I do self serve and swipe it at the machine it treats it just like if I was at the gas pump with my truck and I get the 4%.
    1 point
  32. And do Angel Flight. We need you now more than ever. Mooneys, it turns out, are way better at long trips than any of the others, but AF needs help with all types.
    1 point
  33. Put on clamp and hardware with trim off, place trim up and mark where the bolt will pop thru drill a hole and then step drill a little oversized. Then you will assemble everything prior to attaching trim. But trim will be placed on while you install reel and hardware. Yes is ELT
    1 point
  34. I have a step or two before that too. But I’ll prep the surface before a lay the walk down. Sent from my iPhone using Tapatalk
    1 point
  35. Thanks for remembering - 2 million on my next birthday? You got it! :-)
    1 point
  36. Erik, I can't believe there is single MSer around at the time that doesn't forget that! But FTR, I surely didn't have an issue with it, I like significant digits as much as any nerd How about 2 million on your next b-day!
    1 point
  37. I don't know what you are talking about. We are being absolutely 100.3% serious.
    1 point
  38. There are actually markets on the dark web where you can "rent" malware of your choice, have it customized for your specific target, and have an attack generated without you doing anything but spending some Bitcoin. Besides nation-state players who are doing it for their country, organized crime in multiple countries are monetizing attacks such as these. Some groups play the long game and some go for quick wins. Recall the Anthem breach a few years ago. About 18 months later some of those who had their personal health information compromised (military officers above a certain rank and higher level government employees) started receiving emails from their physicians with their latest test results attached. Several of them opened them to find old results, but at the same time they loaded malware onto their systems. We have to learn some of the actors have exceedingly long planning horizons compared to our standard American quarterly driven outlook. Because of my job and company, I receive FBI alerts about various ongoing attacks and risks being seen in the wild. This week alone I have received 8 different notices. As we said years ago, you aren't paranoid if they really are coming after you.
    1 point
  39. All you need is a Neutral Density filter. There are lots of them for sale on Amazon from various places, specifically for the Hero8. Any neutral density filter will work.
    1 point
  40. I didn't know that Mooney left the hot start procedure out of some manuals. Don't know why as it's been the same forever on all RSA fuel injected Lycomings. It might be best to review the theory. Gasoline will only combust over a fairly narrow range of fuel/air ratios. When the engine is running, the fuel injection system controls this. Starting is more difficult. Too much fuel (relative to air) and it won't start. Too little fuel and it won't start. How to get it right? For the cold start we prime which leads to a slightly rich (too much fuel) condition. As we crank, the fuel gets used up and eventually the mixture is within the ignition range and it starts. (It's really a bit more complicated than this as the fuel has to vaporize and mix with the air to form a combustible mixture which is why it's harder to start when it's really cold). Why are hot starts more challenging? When the engine shuts down, a valve in the flow divider shuts off fuel to the injectors to give a clean shut down. Still though, some fuel remains in the lines. If you restart within a few minutes, there is enough fuel in the lines to get the engine to start. If you wait longer, the fuel evaporates and you will need to prime. How long between not needing to prime and needing to prime is dependent on both time and ambient temperature. Only experience will guide you here. Why does it work to run the engine to 1000 rpm and shut down and then restart when still hot without touching anything? With a hot start, there is an unknown amount of fuel in the lines to the injectors. Immediately after the shutdown, there is some. A day later there is none. In between -- who knows? So, the biggest problem is introducing too much air. Most people open the throttle too much. Try shutting down at 1000 rpm and then close the throttle. Notice how little it is open. Skip
    1 point
  41. If you like to read history books... sure! Find a book from Lee Iacocca too... how to save the Chrysler dynosaur... (I made this title up, but it is fitting...) From an engineering point of view... GM engineers had the opportunity to put an end to the bad ignition switch debacle that killed many people... unfortunately, they covered it over with an undocumented design change.... if there is a book about engineering ethics... there will be a big chapter covering engineering design changes... how to document them properly... All of that is historical in nature... valuable for insight into old manufacturing companies... If looking to lead a similar stodgy company out of tough times... Find something written by Mary Barra... She has been GMs leader since the ignition switch disaster came into full view of the entire world... https://en.wikipedia.org/wiki/Mary_Barra Some engineering disasters are interesting.... Tacoma Narrows bridge is the king of interesting.... The GM ignition switch is abominable... keys fall out, steering locks, airbag turns off.... fixing all of those bad switches will be expensive.... let’s cover it up.... GM knew they had the problem in the 90s... they handed out key rings to new owners that could separate the ignition key from the rest of a person’s collection of keys... Track and trace... the ability to know what something is, where it came from, what it was made from, and the ability to recall it when necessary... For The trifecta of engineering disasters in our lifetime... add Tylenol to the list... JNJ, the manufacturer, was unable to identify lot numbers to properly identify what needed to be recalled, and how to do it... Packaging engineers at the time neglected to put any effort into protecting the consumer (And their company) from product tampering... The ability to track and trace everything from raw materials to finished product is getting more interesting... barcodes, serial numbers, code readers, fast computers, info on the cloud, accessible via cell phone, in the field... Technology is your friend... pharma companies have the ability to track and trace individual tablets... So... What I learned from this... put the ignition key separate from everything else... Makes even more sense for the Mooney... where pulling Gs or turbulence might have the key going MIA... On a more positive note... To be a stock owner of Mooney would be interesting.... it would start with shares of the company would have to be for sale somewhere... PP thoughts only, not a manufacturing expert... Best regards, -a-
    1 point
  42. That blue plug does connect to an autopilot unit, but the signals it carries are outputs from the autopilot to the TC100EVT, not the other way around. As indicated up-thread, the nav logic in the autopilot has to have some way to command left/right turns as needed to intercept and track a heading or course. In systems with the TC100EVT, the autopilot does this by sending electrical signals to the TC via that plug, which in turn biases the TC shuttle valve to direct vacuum to the servos. Were you installing this with a B-5 autopilot, I could show you exactly where the plug goes. I'm not familiar with the B-6. Hopefully the B-6 has the same plug receptacle with the same functionality. But the post upthread from Ross Taylor indicates his B-6 interfaces to a different TC, not the TC100EVT. It's certainly possible that the B-6 can interface with different TC setups, and I hope that's the case for you.
    1 point
  43. Beautiful morning in the South today. Only 76° at departure, hardly any clouds to be seen and then only little ones.
    1 point
  44. So, I'll be as PC as possible as I am currently re-reading "How to Win Friends and Influence People" (but I am an engineer). They look good. Burying lights and antennas is always good ... for drag reduction. Their website says that they are for the M20J, M20K, M20 L and M20S, which is a really strange combination (reason shortly). The website also states that they are NOT certificated yet. As for simple drawbacks, if the wingtip is carbon, an antenna will not work inside the wingtip ... especially if it has a copper mesh buried in it for lightening protection. If there is no copper mesh, they'll have to prove to the FAA that when the wingtip takes a lightening strike, nothing inside of it is critical to flight (antenna, strobe, navigation light). But that's not aerodynamics This is a wingtip per FAA definition and NOT a winglet. These actually look like wingtips on the current "Ultras". A wingtip addition doesn't need to re-examine wing bending loads and are not considered "structural." So, the advantages are two. 1) it slightly extends the wingspan, making it very slightly more efficient and 2) it makes the aileron more effective as less airflow will go around the end of a deflected aileron. Aileron forces will be very slightly higher, too, as a direct result. My questioning of the" to-be-approved models is that the "J" (and maybe the "K") has an external (end of the wing) horn balance weight that goes well forward. This wingtip would make that balance weight pop in and out of the wing surfaces, whcih could change aileron forces. How many "L"s exist? Why the "S" and not all the other models? And, specifically for @PT20J ... sorry. A slight upsweep is actually not good. Squared off tips are actually good. The reason is that one wants the wingtip vortices to depart the airplane cleanly. Any roundness will cause the vortices to cling to the airplane and be drawn inward ... slightly shortening the wingspan. Hope this helps -Ron PS. Effect of wingtips/winglets depends on the wing CL. They always add drag, but do they reduce the overall wing drag during climb and/or high altitude cruise? PS2. Per the FAA, a wingtip technically doesn't rise above the wing upper surface. -
    1 point
  45. landing firmly, and with under-inflated tires, causes the tire to bulge outward and contact the door. When a tire squishes upon landing, the resulting bulge does not instantly disappear. It travels as the tire rotates.
    1 point
  46. My boss has a beautiful A36. I have quite a few hours of right seat time in it. Whenever there is a passenger or two in the way back seats, he tells me to be careful on takeoff because the nose will go way up after liftoff. I tell him to set the takeoff trim about 1/4 inch to the nose down from the takeoff mark when he has passengers. He refuses! He says you have to set it to the takeoff position. I just roll my eyes.
    1 point
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