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Showing content with the highest reputation on 11/07/2020 in all areas

  1. 5 points
  2. When are you looking to get this done? I need be, shoot us an email and we can build up an estimate for you so you can compare. Not necessarily looking to steal ANYONE'S business, but it will give you an idea of what other shops can do it for and compare numbers and such. Just a thought. Don't get me wrong, we would love to take care of you, but once you find a shop that you like and get good service from, keep them and it is always better to have a shop that routinely works on your aircraft as they will know the systems, as installed, better than another. I hope this makes sense.
    4 points
  3. Been away for some time because of a dying ipad. Sadly no one noticed. Anyway have been doing some of my local trips and Snoopy has been performing well like always. Just finished my first annual a few weeks ago not using LASAR. Didn't make much sense having to fly it to Rancho since they moved away from 1o2. I don't even know if they have an IA down there since Chris has left. Tom's aircraft used to do my Cessna and tom worked under Paul Loewen for years and knows mooneys. Found a couple issues but nothing major always nice to get past em and be good to go for another year.
    4 points
  4. I am on the train between Ottawa and Kitchener to pick up my Mooney for the seventeenth time since the year I bought her. The first time was for the combo PPI/annual done in Sep/Nov 2004. That shop has done all sixteen annuals since then. Tomorrow, they are opening up the shop for me to do a test flight. Muscle memory needs exercising before I fly her home. Systems need checking. And the weather is perfect until Monday afternoon. Severe clear below 12,000’ is the forecast. So no icing to worry about at altitude. This time, it has taken significantly longer because of a backlog on getting parts from a supplier. In the end, I will have a markedly improved interior, to compliment the other improvements I have made in 16 years of ownership. Even though I am approaching my 68th birthday, I am looking at things in the same way as Bob Belville. As long as I can fly it safely, it is worth the investment to make it better. And that is what motivates me to write today. Investment. My maintainer’s invoice is an investment in the airworthiness of my 55 year-old aluminium wonder machine. The one that puts my girl to sleep within 5 minutes after rotation. In this regard, I am grateful for being married to her and for my Mooney. And the maintainer who works on it like my life depends on it. Because it does. I need him to stay in business tomorrow, next week, next month, and next year. For as long as I own my Mooney. I have stayed out of the “mechanics charge too much” discussions that occasionally come up, because what counts for me is competence, over everything else. Add integrity to that, and I will do business with those folks for as long as I can afford it. When I can’t anymore, I will change hobbies. I have been in the business of formally recognising competence since shortly after I retired from active duty in 1993. That is what I see every time I walk into that shop. Competence is what I wish to underpin the maintenance work on my Mooney. Tomorrow, I get to fly my Mooney again for one more year and that Is worth the investment I make. But that is just me
    3 points
  5. The value of oil analysis is strictly limited to trend analysis. I wouldn’t conclude anything on a single sample in isolation. Far far more important is looking at the oil filter and oil screen. Sent from my iPhone using Tapatalk
    3 points
  6. NO! On my M20J which should be the same, you can leave the riveted door strips in place and the carpet can sweep under and away as long as the copilots seat is removed...leave your drill and rivet gun in your tool box!
    3 points
  7. Most of the panels can be removed with a screw driver and it just takes patience when putting it back together. The copilot side on my K has a riveted strip that overlaps the door. Bring a drill to get it out and some pop rivets to put it back in. (EDIT: Apparently this side panel can be removed without taking out the strip - see below.) If you have oxygen, the fitting on the pilots panel is a bit of a project. There is a specialty tool that makes it easier to remove the bezel around the pressure gage and the fitting around the oxygen port. Also need an allen wrench to take of the oxygen knob - I don’t think they had these in 78. Good luck.
    3 points
  8. I enjoy reading old Flying magazines on occasion. Is this the article? The author commented on the low VNE https://books.google.com/books?id=UVJTRxhEEo4C&pg=PA36&source=gbs_toc_r&cad=2#v=onepage&q&f=false August 1961
    3 points
  9. It's exactly the same regulation which requires a PIC to have a medical certificate - 61.3(c). (c) Medical certificate. (1) A person may serve as a required pilot flight crewmember of an aircraft only if that person holds the appropriate medical certificate issued under part 67 of this chapter, or other documentation acceptable to the FAA, that is in that person's physical possession or readily accessible in the aircraft. Paragraph (c)(2) of this section provides certain exceptions to the requirement to hold a medical certificate. A safety pilot is a required crewmember and therefore requires a medical certificate (or alternative). The FAA Chief Counsel letter on that one was written more than 40 years ago. An excerpt: ... a pilot who acts as a safety pilot during simulated instrument flight, as required by Section 91.21(b)(2)*, is a required pilot flight crewmember. In such a case, although the pilot under the hood may be acting as a pilot-in-command and the type certification of the aircraft may only require one pilot, the second pilot would have to have an appropriate current medical certificate. [recodified as 91.109(c)(1)]
    2 points
  10. I would bet that @GeeBee anecdotal evidence is from back in the day before AME's started printing medical certificates on plain copy paper, using the office printer. My first medical back in 2005 was on a "yellowish" card stock. But all my medicals since then have just been spit out by whatever printer is in the office of the AME. And I'll bet a tank of avgas that printed version is indistinguishable from a photocopy of the same. Therefore I submit the "rule" is no longer relevant.
    2 points
  11. Short body silhouettes with round windows are now available. Mr. Craig was very responsive customizing the image by changing to a longer spinner on my McCauley 3-blade and tweaking the angle of the air intake ‘chin.’ I’ll have to dig up some profile images of some military aircraft I worked on to add to my collection.
    2 points
  12. Great find DMM... let’s send a notice to @Blue on Top Further into the magazine... is an article written by an author, Jules Bergman... Jules wrote a book in the late 60s(?) titled ‘Anyone Can Fly’... Some guy left that book lying around my house... he had two books... The other one must have been Anyone Can Sail.... I used the Jules Bergman book to learn about flying... Best regards, -a-
    2 points
  13. Here's my pilot's license. I shaved off my mustache . . . . Please ignore my brother, he photo-bombed me.
    2 points
  14. Prices were very fair and reasonable compared to other service centers. They figured out a a higher CHT temp issue that had previously stumped my mechanics for well over a year by being very detailed in their investigation and repair. Runs like new now! One thing I thought was different about Coast, is that they require a small deposit to reserve the time for your annual in advance which is applied to your bill. So when its your turn, they can devote their mechanics to work exclusively on your plane for that time rather than the shop scheduling as many planes as they can possibly squeeze in, with the shop assuming that some people will cancel.
    2 points
  15. I should be clear, I never touch RPM lever - propeller is always at max. There are just times when I bring MP down to adjust for higher speed on final. It might be just lack of my experience that results in larger than needed MP adjustments that take MP below 15 and as a result RPM from above 1950 to below 1500.
    1 point
  16. Nothing else going on in the world...
    1 point
  17. Check eBay for Pathfinder P3B with all the parts removed for upgrade. Missing alt hold module.
    1 point
  18. I added headrests to my '65 C when I re-did the seats with Airtex upholstery a few years ago. Airtex has some instructions and also supplies the (legal) foam; I supplemented them with some help and advice from local people. I have detailed instructions and a lot more step-by-step photos if you're interested.
    1 point
  19. Without context, i.e. how much time in hours and calendar on the oil, even the sampling method, what previous reading were etc it is difficult to make any conclusions
    1 point
  20. He flies a Hatz bi-plane now and no longer has his Mooney. I use the purple stuff on my spinner and it is great but doesn't really last very long. It's just a polish and I don't think is intended to be a protective finish. Everybody I've known that had substantial bare area on an airplane that needed polish said it took a lot of work to maintain it.
    1 point
  21. Me too, on my iPad, which always goes with me when I fly. Sure enough, last year’s got run through the washing machine, even though it never, ever, leaves my wallet, but just that one time...
    1 point
  22. My ex airplane partner was from Minot and knew the Pietsch’s He said the the senior Pietsch (I forget his name) did all those dive tests. He would dive them at full power and do whatever he could to make them go as fast as possible.
    1 point
  23. @flyer338If you can make an electronic copy of that article, I would love to read it (solutions@blueontop.com). I am definitely NOT questioning you. Interestingly, the Chief Engineer would have been Ralph Harmon. At that time, it would have been common to exceed redline (Vne) by 25 mph for flight characteristics (Vfc) and by 50 mph (Vd or Vdd ... long story) for flutter characteristics. The airplane must be flutter free out to 1.2Vd.
    1 point
  24. You are assuming a LEO knows what a medical certificate is and would ask for anything other than ID.
    1 point
  25. I do not agree with this technique, but if it works for you, by all means use it. Heck, if it saves a gear up landing, put down 25 miles before. I think keeping your speed up and consistently putting it down at the same point in the pattern is a better habit than Putting it down that far out. “Always” having the gear down way before you need it seems like it very inefficient and is setting up for the day when you have to hold the gear to “keep your speed up” per tower request. Mentally you put the gear down way out there. Generally, if I don’t put the gear down, I’ll be way too fast to land!
    1 point
  26. Hurray, I was lucky. My mechanic tidied up his belongings and finally found the lost part. The cowl-flaps are working again. Thanks to everybody for the help. Best regards Stephan
    1 point
  27. There are several parts to an GFC500 install: 1) 1 or 2 G5's plus a GAD29B to interface to Nav systems. Associated panel work and mounting GMU11 magnetometer in the wing. Mounting the GAD 29B. OR 2) 1 or two GI275's. This is a better more expensive instrument. But it is easier to install (round hole and no remote GAD29B box to interface) 3) GFC500 controller in radio stack. Can be easy if you have space, can be difficult. 4) Suitable nav radio 5) 2, 3, or 4 servo. The wing servo is more difficult in a Mooney, the others pretty much standard. A good maintenance shop with structures experience took 65 hours for their first one. Quoted customer 30 hours, billed customer 42 hours because that's what they figure it will take to do the next one. So parts can be 50,75,100% of this. But it takes a certain amount of labour to install the first two servos and it gets more efficient to do 3 and 4.. Personally I would do GI275's. Its a better instrument, easier to install, new technology vs, 5 year old. etc. But if you have G5's already, nothing wrong with them. Aerodon
    1 point
  28. Thanks for the warm welcome, and the introductions! I've been lurking here for the past year as I contemplated buying an M20K...definitely saw the very detailed discussions about LOP/ROP, etc. that made my eyes go googly. My story: I'm getting back into flying after a decade (all my experience is in C152/C172), have always wanted to get my instrument rating...but always lacked access to a plane that I would actually want to fly IFR with! Plus, in California you're stuck mostly with north/south flying if all you do is rent. I figured this was the best solution: I get a plane I want to fly that can take me places I want to go. I look forward to learning a lot more from you all
    1 point
  29. Good news everyone! Kits will be arriving at Mooney the last week of November and then out to the service centers. And we've order additional ones that will arrive early next year. Jonny
    1 point
  30. If you read 91.209, the portion you mentioned applies to the use of lights while in flight. Earlier in the section is the discussion about position lights, etc. while on the ground. And while not regulatory, the AIM does mention the use of strobe lights on the ground. I think the guidance there is pretty clear. Either way, I’d wager that a majority of professional pilots will say they have been trained to leave the strobes off, except when on or moving across a runway. And taxi lights stay off when pointing at another aircraft on the ground or when not moving.
    1 point
  31. REIF heater rings are inexpensive and do it right. My two cents.
    1 point
  32. Pick Paul! His plane is in the Mother of all Annuals right now! #LetPaulFly
    1 point
  33. I can’t believe we’ve revived a nearly 3 year old thread and are now arguing about it again.
    1 point
  34. I carry a photo copy. I dare anyone to tell the difference. I have a copy in my flight bag, one in the wallet, one in the plane behind the registration.
    1 point
  35. That engine gives me a hard on.
    1 point
  36. It is my understanding that the gas cap O-rings must be inspected yearly. Most A&Ps just replace them, as the cost to inspect makes the O-ring cost miniscule. However, the blue ones last FAR longer than one year.
    1 point
  37. Ball point pens aren't very "wet." With a modern copier, it's extremely difficult to tell a copy from an original black ink signature. I'm in medical manufacturing, everything is signed, and I routinely sign in blue just so I can tell if it's original or a copy . . ..
    1 point
  38. I haven't taken a color blindness test since '84 when I got my waiver. The FAA man giving me the test was color blind too. It went like this... He calls the tower on a walkie talkie with me standing right next to him and says "show a green light". He then looks at me and asks "What color is that light?"
    1 point
  39. Thanks for the pics! This is very helpful! Error code 16 is the reason the unit is failing, and a code 16 is caused by either a bad antenna (very rare) or a wiring problem in the antenna cable. Most likely there is a short or open in the antenna cable. A continuity check should be performed on each wire in the cable to ensure none of the wires are open or shorted. Processor s/n 97420 was manufactured in 2011 and has never been returned for repair. Hope this helps! Jim
    1 point
  40. PIREP - Just finished my annual at Coast Air Center at MGY, and they did a remarkable job. Very thorough and professional! Very good at diagnostic, figuring out things baffling to other centers. Hope they find a pilot able to fly all Mooneys for test flights, and get their avionics division up and running (they're working on it) and it truly might become a one stop service center of excellence. Recommended!
    1 point
  41. It's repairable, too. Don't throw it out!
    1 point
  42. The first step in troubleshooting a WX-500 failure is to retrieve the fault codes from the WX-500 fault log, and that is accomplished through the display that is wired to be the master control for the WX-500. Hopefully the GTN650 is wired as the control, as the GTN does a good job of displaying the fault log for the WX-500. I don't have any experience with the GI275 and WX500 combination to say how well that interface works. The Stormscope data is accessed in the External Systems page in the GTN's configuration mode, and section 5.5.4.2 in the GTN installation manual has a good description of how to access the fault log and how to view additional data for the WX-500. If you can't view the Stormscope data then there is likely a serial communication problem between the WX-500 and the displays. It is very important that the RS-232 RX at the WX-500 is coming from one display only, which would be the master control display. FYI...L3 sold the Stormscope product line to Extant Aerospace last year. Hope this helps! Jim
    1 point
  43. Back into the fire! (I don't think these internal to the post emojis count against me ... although I have over-emojied on Facebook before, too ) WINDSHIELD - If the windshield were to ever come out, it would be pulled away from the airplane. The exception is a bird/drone strike where it will come inward. WHAT FAILS (wing, tail or fuselage) - It depends on the margin of each of these assemblies. There is a 50% safety factor (or more) on all parts to account for manufacturing tolerances, corrosion, fatigue, etc. There may be "margin" above these values because materials don't come in infinite thicknesses (composite structures are design to the 150% safety factor) FLYING SURFACES - These are the wing, horizontal tail surfaces and vertical tail surfaces. Loads imposed on them are proportional to the square of airspeed (Q or dynamic pressure). PEOPLE ON WING - Totally a marketing thing. I believe that Clyde Cessna was the first to do this to show Walter Beech that an internally-braced monoplane could be as strong as a biplane. BTW, Clyde and Walter were good friends. The load on the wing is not only negative Gs, but it is also trivial. Each wing (left and right) take a little less than half the gross weight PER G. So, divide your gross weight by 2, multiply it by maximum, maneuvering G load (3.8), and then add the 50% safety factor. Now you know what the wing will take. ZERO FUEL - Most small, GA airplanes don't have a zero fuel weight (a couple do). Trying to keep this simple, let's say your Mooney has a 1,000 lbs. useful load. We fill the tanks first (600 lbs.) and put the remaining 400 lbs. in the cabin with a couple people and baggage. Fuel actually relieves wing bending loads. In other words, the forces trying to bend a wing would be half the gross weight, minus half the weight of the wing, minus half the fuel weight (i.e. 2600/2 minus 250 minus 300 (or 750 lbs. ... per G)). Now if we fuel for a short trip (100 lbs.) and fill the cabin with people and baggage, it looks a lot different. It becomes 2600/2 minus 250 minus 50 (or 1000 lbs. ... per G). Wing fuel relieves wing bending loads. Vne - Vne is typically determined by several factors with drag and flutter MARGIN being the major players. The airplane must be shown to be free from flutter 20% beyond Vdive which is typically 50 mph/knots beyond Vne). There are several upset maneuvers that must be flown to prove an airplane flown at Vne will not exceed Vdive during these maneuvers. Va - Now for the big one. Va is the airspeed at which SINGLE, full-travel flight control inputs will not break the airplane OR the flight control systems. Think about that really, really long aileron push-pull tube in the leading edge of the wing (I know more than I can say). Why does Va change with weight? It's not the wing or horizontal tail ... it's everything else. Here's a short example. Say we gross at 3,000 lbs. with a 4G limit (I'm making the numbers easier). The wings must lift 12,000 lbs. Now, with the same airplane, we fly at 1,500 lbs. At 4G the wings are only lifting 6,000 lbs. At the lighter weight, we could go to 8Gs to arrive at the same 12,000 lbs. of wing lift. BUT, and here's the kicker, everything else in the airplane still has the 4G limit (and isn't dependent/driven by aerodynamic (airspeed) loads). Let's take a 200 lbs. pilot for example, at 4Gs that's 800 lbs. The seat, attach structure, floor, etc. are designed for 800 lbs. plus a 50% margin for 1,200 lbs. at that location. Now, at the lighter weight, although the wing is good to 8Gs, the pilot seat, attach structure and floor are NOT designed for 1,600 lbs! This is also the case for the engine, engine mount, baggage compartment, etc. Interestingly, I just had a customer explaining a camera installation in a Cessna 310. The whole camera mount (and large hole in the belly of the airplane) were all good. Then he casually, matter-of-factly, mentioned putting 250 lbs. of camera electronics in the baggage compartment. When I asked what the baggage limitation was he stated 150 lbs. They are now rearranging equipment to satisfy that limitation. Hope this helps! And thanks, @carusoam, it's good to be alive
    1 point
  44. Your Airtex came with instructions? Mine didn't 2 years ago, and a friend's new kit this year also didn't. With that said, all it really took was a little common sense and looking at the whole thing like a puzzle.
    1 point
  45. Unfortunately my 62c seats don’t have that mechanism. My buddy that has a 63 has those type seats which I prefer. mine have a pin that stick out on either side and then this catch that seats on the pin when the chair is sat in. This type of seat has a lever you can pull in the front of the seat to recline the seat back further. The issue is that the pin is missing or broken on the right of the co pilot seat so right now it leans back kind of uneven.
    1 point
  46. If the missing/broken part that isn’t allowing it to recline Right is the “triangular/circular recline cam” that resides at the junction of the seat bottom/back and turns, then we can connect you to a guy who can get you new ones... @Sabremech
    1 point
  47. My reasons for endorsing the manual gear are: 1. Simplicity of maintenance 2. An independent system much less prone to failure 3. Much less concern over parts availablity as the airframe gets older John Breda
    1 point
  48. Right - and like I say - I can do it with my rocket. But just because I can doesn't mean I should. So take what I said as a rambling discussion. Your M20C will handle the shorter field a little better than my heavy k. So I was just throwing out some of the things that factor in my aeronautical decision making when choosing fields. And if you go there, definitely be willing to go to other runways depending on conditions of the day. I haven't been to those other CT airports. Ive been to khvn. All Mooney's are terrific - and the C is terrific in its way - you'll love it!
    1 point
  49. A Aera660 plumbed into the audio panel is cheap and provides reallly good situational awareness around terrain and alerts toy over the intercom. I’m not a “gadget to save you” person but in this case it’s magic. Also the GTN750 now has terrain alerts. It’s nice.
    1 point
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