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Showing content with the highest reputation on 02/27/2021 in all areas

  1. I would not be overly concerned about 6 weeks down in a hangar. I fly most weeks but my plane was down for 6 weeks for annual. Do I think my engine turned to dust during those 6 weeks? NO Sent from my iPhone using Tapatalk
    4 points
  2. One of my airplane partners came up with an analogy I like about this sort of stuff: Push-ups are a common exercise in many workout routines. But the action your muscles perform to execute a push-up are not an action you really use in work or play. So why do we do them? Because while the push-up action itself may have little/no use, it builds muscles that are useful: for general strength, and for particular actions that have some things in common with push-ups. So it is with the commercial pilot maneuvers. The point is not that you'll use those maneuvers in commercial flying. Th
    4 points
  3. It’s very dangerous to leave your plane sitting around. Send me the keys and I’ll keep the rust off the cylinders for you.
    4 points
  4. I use windy.com to get a feel for the likely weather conditions for a flight. One thing to note is that windy.com allows visualization of the output of four different models: European Center for Medium Range Weather Forecasting (ECMWF), NOAA Global Forecast System (GFS), NOAA North American Forecast System (NAM), and newly the German DWD Icosahedral Nonhydrostatic (ICON) models. There are raging debates about which model is "best". I'm not going to get into that. The answer varies over time and by variable (temperature, ceiling, etc.) However, when it is your a$$ on the line and y
    4 points
  5. Either +5 extra credit for being the first on MS to show a double integral, or -5 for same. Gotta refer this one to the Dean of Mooneyspace, @carusoam.
    3 points
  6. My take-away from this is that exercise is bad and should not be practiced.
    3 points
  7. While I appreciate the attempt at bringing traffic to the website, and promise of Mooney culture.... nothing is worse than advertising an intent and then completely failing to execute (sound familiar). Case in point, the full time Mooney of the month, the coffee mugs, and zero responses from Mooney on the form designed to interact. I understand it’s strange times and still working out the kinks of staffing etc but I’d have preferred a “website under construction” page for several months rather than a fall on face launch which seems so far, it’s just that.
    3 points
  8. Write yourself a progressive maintenance plan (AIP). There is a little used legal path to what you want.
    3 points
  9. I would do one or the other. Definitely do something
    3 points
  10. Update on some knowledge gained after speaking with an engineer from Uavionix. I’ve got two of the AV30C’s in my Ranger and have had the DG precession issues as well as the AI acting like a vacuum system on its way out. The firmware update has been released for the Experimental version and is awaiting approval by the, surprise surprise, FAA. It will involve either wiring into the RS232 interface with a connected laptop or the more ideal way of removing the individual units and installing the AVLink in each one. The -Link is essentially a tiny WiFi receiver and once installed will only
    2 points
  11. Thanks @carusoam. When you tried to sign up @PeteMc did you use your full name as your username as well as the correct tail number? We've had hundreds of signups but the people who were "deleted" and asked to resubmit did not use their full name/tail number as instructed. Everyone who resubmits with the correct info is approved. Part of the goal here was to create a true (as possible) current listing of owners that we could reach out to when necessary. Please PM me if you are still having difficulty. While the website isn't my direct responsibility, I'll try to address some of the is
    2 points
  12. Damn, I just risked my flying future! I should have read this earlier. I didn't go to the airport to work on the plane, waiting for parts. But I foolishly rode 30 miles on the bike...
    2 points
  13. Reporting back. I replaced the main bushing in the nose wheel with a 0.010 oversized on from Lasar (blue). After replacement I noticed there was still some fore/aft play on the trailing link so I ordered 0.005 oversized bushings for that too (red). The red bushings were replaced in no time flat so I decided to paint the trailing link because air plane maintenance must take at least all day per the universe... The gear feels super stable now. My IA will submit new STC/337 paperwork for all instead of trying to fix the old 337 forms from the 90's. good gear, good paperwork, good fe
    2 points
  14. Here’s an affordable deep-reaching hand squeezer for a good price. https://www.aircraft-tool.com/shop/detail.aspx?id=ATSRS-3 I had a partial collection of rivet sets and clecoes from when I was a kid. Amped them both up with kits I found on eBay. It’d be pretty easy to build a good set for $300 or less.
    2 points
  15. Thought I'd report back. I received a new bolt from Lasar and swapped it out. Super easy! Dan sent me a NAS6606H21. It has a slightly different head but it was better for lockwireing. After jacking up the plane I released the J bar about 3 inches (held with a bungee cord). I removed the old bolt which was barely tight... Once the bolt was removed everything stayed exactly in place. I cleaned up the area and slid in the new bolt with a slight wiggle of the main gear. Safety wire and done! Super easy. My IA will stop by to check my safety wire and preload in a few days.
    2 points
  16. I have quotes but no instance plan yet. I will lock it in once I get past the pre-buy look. I'm an ATP with 8,000 hours so I hope they don't suck me dry. LOL
    2 points
  17. I have the tools for this if you want to make a quick trip south for surgery.
    2 points
  18. Mike, I just found your rudderman... ^^^^ -a-
    2 points
  19. Windy.com shows model predictions of the future. It shows model outputs for the next 9 days for both ECMWF and GFS models. The ICON model output goes 5 days into the future, while the NAM goes out 3 days. That's its real utility. You can see synoptic (large scale) features out up to 9 days in advance.
    2 points
  20. Thanks for the reference, the fact that the ACS calls back to the AFH is a good point. Still, it seems a little odd to me that the steep spiral has such a nebulous definition, when other performance maneuvers in the ACS/PTS are quantitatively defined. e.g. steep turns call for specific bank angles, short field landings give specific tolerances on hitting your intended spot, etc. The ACS on the steep spiral also has a knowledge element that indicates one is supposed to "demonstrate understanding of the purpose of steep spirals". I've heard a few variations on what the purpose of a steep
    2 points
  21. I believe all the Lycoming 360 engines have a minimum oil quantity spec. of 2 qts. They also have a max oil consumption spec of about 2 hrs/qt. and a max capacity of 8 qts. This gives you enough oil capacity to never run out of oil before you run out of gas. I have been associated with several flying clubs and FBOs with large fleets of Pipers and Cessnas equipped with Lycoming 320 and 360 engines. Standard practice has always been to run down to 6 and add a quart. I have a factory rebuilt IO-360-A3B6 with a couple of hundred hours on it and have experimented with running down to 5, 5
    2 points
  22. The reference above that points to the Airplane Flying Handbook which says... "A steep spiral is a gliding turn where the pilot maintains a constant radius around a surface-based reference point while rapidly descending—similar to the turns around a point maneuver." (emphasis added) Not sure a shallow turn meets the meaning of "rapidly descending". -Robert
    2 points
  23. Another excellent suggestion. The only problem with flying down to the Keys is the inability to have a drink or two.
    2 points
  24. Great trip today. The air was calm and cool. Marathon General Aviation did have a crew car available and we drove to Keys Fisheries, which is a joint three miles from the airport. It's self serve and has great food. The other recommendation is Island Fish Company, which has table service and is just as good. We went to Fisheries just for a change of pace. Flew down the coast at 500 feet then climbed to 2,500 past South Beach.
    2 points
  25. I’d like to see annuals become biennials, cut the invasive maintenance by half.
    2 points
  26. My investment wasn’t too bad, got tired of borrowing stuff from my IA, made a list of what I thought I might need or have used in the past, added the wish list items to Spruce orders to get the free freight (3 orders). I think it was maybe $300 or $350. If you are like most on here you like working on your bird it’s nice not having to hunt things down
    2 points
  27. Hello all, Old rusty vfr pilot ready to go flying again. And since have been in love with Mooneys since I first flew one oh say 25 years ago, I figure this is the place for me. I'm now looking for a model C-J. Something I can get into and possibly out of without having too much at stake. I have secured a hanger (no easy feat) and am ready for the plane. I have been lurking here for about 2 years so I feel I have gained a good bit of knowledge, but no experience. One should not confuse the two. I'll be using the plane a bit for business (I own the company so no one can holle
    1 point
  28. OAT is 70 degrees in Yuma AZ. I have owned this plane for a few months so limited history. This is my first (of three) Mooneys with Shower of Sparks ignition. Initial problem was that engine stopped completely on L mag during runup after working fine previously. Replaced mag with tested good from Aircraft Magnetos so it should work. Engine started but died on L mag so it's the same problem. Starter is fine. No engine data pulled - EI may have some.
    1 point
  29. Yep, that's why MS raised an eyebrow about the new forums and blog. Seemed like a strange use of resources at a critical time.
    1 point
  30. I hate to say it depends, but it does, my early model M6/235 would hang on the prop at an airspeed that the airspeed indicator didn’t indicate, I believe due to the extreme nose up attitude, it also had pretty much zero aileron effectiveness at that speed, if a wing dropped, only the rudder would lift it. That was fixed with later model M6’s and subsequent Maule’s with ailerons that were 6” longer. VG’s helped aileron effectiveness greatly, but did little else except slow you down slightly ‘Anyway if you were trying to get in short, about 30 mph and you had a steep descent, elevator would
    1 point
  31. When we updated our panel a few years ago, we discovered that the metal U tab had long-since failed from fatigue. I added a grounded wire connection. There doesn't seem to be much current flowing through the left-hand panel though- just the post lights and they are LED. All electrical instruments include a (-) lead on my a/c.
    1 point
  32. Geez we used to do this with just TAFs and METARs
    1 point
  33. https://www.utdallas.edu/library/specialcollections/hac/general/Mooney.html cool sales ads with links that I found about the Mooney... -Don this may lead you to more info...
    1 point
  34. A friend of mine took their C177 Cardinal to annual inspection last month. They went to pick it up yesterday at the shop. After a thorough pre-flight inspection, the pilot noticed a noise when manipulating the elevator (stabilator). Upon closer inspection, this is what was found. Right out of "inspection". Y'all stay vigilant out there!!! IMG_9948.mov
    1 point
  35. This is why most airlines and major manufacturers have QC staff separate from maintenance/production. That second observer makes a big difference.
    1 point
  36. Can you have the oil change so at least it’s not being attacked by acids in oil?
    1 point
  37. I did a preflight on a Schweizer 300 once that had just come out of annual inspection. All the cotter pins on the pitch links were missing. Flew a Beaver just out of 100 hr in a Part 135 operation once that flew OK, but idled worse and worse as the day wore on. Carburetor had been replaced but nuts not torqued. Also found a spinner once after 100 hr. with several screws that hadn’t been tightened. After an annual inspection on my Mooney, I found a spark plug gasket CHT probe installed on cyl 1 instead of cyl 3. After engine installation, I noticed a missing cotter pin on mixture con
    1 point
  38. Congratulations! I think you are going to be just fine with this one. You have already started from a good place by going with GMax. Follow the advice of Mike Busch on operating on condition and I think the engine overhaul could still be years away. I’m jealous you are buying some one else’s panel upgrade...much cheaper way to go than paying for it yourself. I speak from recent experience. Have fun!
    1 point
  39. Yeah I run it almost exclusively from a desktop/laptop. The interface is a little bit hard to navigate on a small screen.
    1 point
  40. I have a air/oil separator and still blow out oil above 6.5, I usually keep it at 6, maybe a bit more if I have a long day ahead. I use about 1/2 qt every 10-15 hours.
    1 point
  41. That’s why if I drop a piece of hardware in the airplane, I don’t give up until I find it.
    1 point
  42. I wonder if there are any software updates for the original AV20s units? They did not seem to calculate true airspeed correctly and the angle of attack never worked on most Mooney’s.
    1 point
  43. @PeteMc, this is the X-Grip, doesnt matter what tablet you go with, chances are it will fit. I use my iPad at home more than my PC, when flying I just put it in the X-Grip, case and all
    1 point
  44. If you want to talk aircraft power plant installation and operation you talk to Bob Minnis THE GURU of any aircraft power plant installation. AND certified to do so! Haven't heard of him :-) You need to listen to him at a Mooney Convention. When HE talks I listen! Who do you think got the twin turbos to work on the Mooney? HUH? But that was just a minor issue in all he's ever done. How about a piston powered airplane that loiters at 60,000' for a day? OK you engineers think about the physics on that one for a moment. The greatest engine engineer I have ever talked
    1 point
  45. Scott, It seems that we have tons of weather product available to us. It is easy to be overwhelmed and sometimes difficult to separate the important from the merely interesting. What three (or five max.) pieces of information would provide the best “big picture” to allow making the best flight plan given the variables of altitude, route and departure time?
    1 point
  46. The whole thing is sad. There was one "Mooney of the Month" last December and that was it, one "Mooney Memo", one "Mooney Notam", and while there is a "Technical Publications" tab on the front page, the technical publications are actually under the "Contact & Service" tab. The primary product at the website is still mugs and shirts. I get that they may have more things to worry about than the website right now, but the website is pretty sad.
    1 point
  47. A death in the family necessitated a flight to Wisconsin to attend the Memorial Service. The weather was as forecast with clear skies on trip up and lower ceilings on return. The Mooney allowed us to attend an afternoon service and still get home before sunset. The flight up was quick at 175knots and a stiff headwind on return saw ground speeds of 145knots. The weather in Iowa/Midwest has been unusually cold with single digit highs the norm of late. Overcast and snow conditions have been the order of the day. It was nice, even under sad circumstances to get a flight in that had purpose.
    1 point
  48. @carusoamyour replies always remind me of "Deep Thought's" from SNL.
    1 point
  49. Yes, the tool makes it pretty easy. I think it keeps it within a fraction of a degree if you're careful, and I doubt it needs to be any better than that. Magnetos don't strike me as precision instruments.
    1 point
  50. Whatever good will BK had for the fact that many/most of us have excellent best of the tech as of ~circa 1980 BK products in our airplanes, they have dumped the confidence and product loyalty we might have carried with a recent practice of bad products, eg the KI300, bad marketing, eg ridiculously long vaporware periods, but for me, most of all, bad faith of absurd product support that include predatory parts pricing (e.g. the 2500 trim switch and other, or e.g. the attempted monopoly move of putting all the 3rd market supporters like autopilots central out of business so they could "provide"
    1 point

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