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Showing content with the highest reputation on 03/05/2021 in all areas

  1. Here are my two mods I did in order on my 1963 C (pictures of the C are in my profile) Mod #1 - 1976 F model with turbo normalizer Mod #2 I Just did a couple months ago 1994 Ovation with 310 HP STC I couldn't resist. Your post was: Created this post to have everyone share their M20C mods, and pictures. Show them off and let me know which ones you would do again and which ones you wouldn't. Just though I would let you know they both worked very well and highly recommend them. If you can
    3 points
  2. In my airplane, the PIC determines the mask policy. And at the moment, that means you'll be wearing a mask, regardless of your credentials. And if I'm in your airplane, I'll be wearing a mask out of courtesy to anyone on board. All of this will be behind us soon enough... but I'd like to still be around, with a valid medical, and flying an airplane, when it's all over.
    3 points
  3. I’ve been to Oshkosh many years and decided to give SnF a try several years ago. I found SnF an Osh lite and was disappointed in that I was through all of the exhibitors and the airplanes in a day. I know many will enjoy it but for me, it’s not worth the cost to travel and see all I want to see in a day. I always feel that it takes me at least 5 days to see all that I want at Oshkosh. Just my .02. David
    2 points
  4. Do you have an ea100 controlling the AP or is the ki256 still being utilized? If your setup still includes the vac system you might consider buying a Garmin 275 to backup the aspen. It has the capability to drive your older AP if you are lacking an EA100 (allowing you to remove the vac/standby) and the ability to work with the gfc500 down the road. My original plan was to add a 7 inch Garmin G3x mfd display to my aspen pfd. This would give me adsb in (via a gdl50r), an integrated primary engine monitor, and a far superior moving map to my 430w. I also feel it has a better interface vs t
    2 points
  5. We’re not anti-vaxers and we have been taking Corona virus seriously. I’ve also had the virus and will get the vaccine as soon as it’s available. I think folks should plan accordingly for possible side effects even though severe side effects are the exception not the norm. It’s not true that the symptoms of the virus are always worse than the side effects of the vaccine. My father had the virus and the side effects from the Moderna vaccine were considerably worse than his symptoms from the virus though much shorter in duration (worst side effect over in 24, back to normal in 48). Second sho
    2 points
  6. Just an update... The MLG have AN5-35A bolts, with Length= 3-23/32 and thread 5/16-24, and that goes with and AN365-524 nut, so according to the AC43.13 (which was copy&pasted in the J POH), the torque setting is 100-140 in-lbs. NLG has AN4-22A bolt L=2-9/32, thread 1/4-28), which goes with AN365-428 nut, so its torque setting is 50-70 in-lbs... I used 135 and 65 respectively, to account for any instrument tolerance and my man-handling... The entire job took me 28 hrs, because there was rust on some parts, though some other parts had decent paint. Stripped a lot of sides, used zinc
    2 points
  7. Its not an MEL. However, it is an equipment list that requires items of equipment to be installed and operable, and under AC 91-67 and 91.213(d) that needs to be followed. I do not have such a list in my POH. My list just says what needs to be installed. The older aircraft do not have such a list, and that goes for older Cessnas and Pipers from what I have seen. I surmise that the older POHs were issued under the CARs. The effort to develop equipment lists specify what is required to be operable in an aircraft, and the effort to then develop MELs, appears to have started in the 90’s if you loo
    2 points
  8. Getting my first shot tomorrow at TMS (Texas Motor Speedway!)... -Don
    2 points
  9. It is not uncommon to have to pay as much as 1300$ for a 200lt (53 gal) barrel of AVGAS in some african countries. Thid yields to 25$/gal compared to 10$ in a neighboring country. Thus the need for LR tanks. But at 30k, it makes more sense to just carry the fuel in cans (or in a turtlepac) although it would take all the baggage compartment space and limit the quantity to 20gal only.
    2 points
  10. Dan, Good feedback. Even though I sell a weather book, this is just the foundation. Important, but there is a need to learn how to integrate all of this guidance so you understand how to characterize that big picture. I have been doing a 1-on-1 online training with pilots over the last 15 years for flights they are looking to take. This makes it real and likely one of the best ways to learn how each piece of guidance contributes to making a good decision. Given that each weather event is unique, it’s really hard to put this kind of training in a book. So seeing it all in action for a f
    2 points
  11. Theoretical discussions aside - I just got my shot number one! 3 hours ago. Wohoo! Pfizer. No symptoms yet.
    2 points
  12. If you know your way around a voltmeter, I can help you troubleshoot this over the phone. I also work with shops that need a little guidance if your not comfortable yourself. 616 822 1999 Bob Weber Autopilot Consulting WebairConsulting.com
    2 points
  13. I'd have thought that being underinflated enough to cause wear like that would be pretty obvious both in appearance and handling. Did the tire have pants on it or was it easy to inspect? Were any handling issues noted on takeoff or landing? It could also be a bearing or hub issue if there's a lot of play in the wheel, but I'd think that'd have to be pretty extreme to result in wear as bad as that shown. I still think it's worth checking the toe alignment. There's a two-minute vid online with about forty seconds of relative content once you get past the intro screens and credits
    2 points
  14. The portion of your BFR that occurs at an airport would be covered; an airport is included in the definition of "transportation hub." People at a flight school operating at an airport would be covered. If you're inside the flight school building, I don't know whether you're technically at the airport. I believe it would not apply during the BFR or check ride if that occurs on your private plane, as that would be a "private conveyance[] operated solely for personal, non-commercial use." This order is clearly aimed at encouraging compliance out of respect for the law rather than encou
    2 points
  15. Isn’t it about time to fly-in to some restaurants?
    2 points
  16. Got mine today.. Very efficient process at TMS! So far, just a bit tired after having the first round. Hope to be better tomorrow as the weather here is nice! -Don
    1 point
  17. I do have the EA 100 for the Aspen to drive the AP. Here’s two pics that will give a better idea of my current setup. I would like to remove the vacuum system when I do the panel upgrades.
    1 point
  18. is it possible for the factory to upgrade older airframes with newer fuel tank design like modifying a K model to have a Bravo (89G?) system?
    1 point
  19. I did something similar...but I already added the GFC 500...I like the GI275 enough that I’m debating scrapping the plan to add the G3X.
    1 point
  20. I think Bill described the experiment as using a bolt one size smaller in diameter to simulate wear... That much wear wouldn’t happen in years... It was probably a story written in a MAPA article... where I got that from... Best regards, -a-
    1 point
  21. The longevity of the lubricant film the microswitch pusher depends on several factors : - The nature of the lubricant ; - The operating frequencies ; - The temperatures - humidity levels encountered in the working environment ; - The level of mechanical wear of this system ; - The presence or absence of the protective bellows of the pusher. In the case of moderate use of the aircraft, in "severe" environment (humidity - heat - great cold), it is advisable lubricants called "dry", that is to say containing little solvent and whose soap is not miscible or sen
    1 point
  22. of course it is unsafe whether forbidden or not. But in some cases, it isn't even a question of cost. Avgas is not available in many places in africa so you can't even go there if you don't have enough fuel for your return flight. Unless Jose Monroy decides to get back to business, there seems to be no other solution
    1 point
  23. Sacked out in my lap. Mom made the lap quilt for me, but he loves it just as much!
    1 point
  24. It's never too late . . . .
    1 point
  25. This is what i have in my 94 Mooney... I called it an MEL. it’s title says kinds of operation equipment list. Note the devices that list 2 vs. 1. If I had a second alternator, and it was required for flight, I would probably see a number two on the chart... -a-
    1 point
  26. Work your shoulder muscle and it will reduce the soreness. I leaned over my desk and put weight on it and twisted it around. It was tender to the touch for a little over 24 hours, but the soreness that was starting at 3-4 hours went away and stayed gone.
    1 point
  27. Probably no one. An MEL has to be approved by the FAA and then you end up with categories of equipment that can be inop but must be fixed within specific time frames. It was great when I flew part 135 because it allowed continued operation (sometimes) with inoperative equipment and the maintenance department got to schedule repairs according to their availability. Otherwise, under part 135 you can't fly the airplane unless everything is working and that means that maintenance is under pressure to fix squawks immediately since no one wants to take a revenue-producing aircraft off the line waiti
    1 point
  28. We've been suffering through variable allegedly-scientific advice since last March . . . . That's because your hoodie and mask make you look like a hoodlum!
    1 point
  29. He's here. @bmcconnaha
    1 point
  30. Yup. Helps with any airborne disease. From https://www.cdc.gov/flu/weekly/index.htm
    1 point
  31. Masks stop flu just as well as they stop COVID, as does social distancing. I suspect I will be engaging in more liberal mask use going forward. Influenza sucks.
    1 point
  32. Glad things are going well. In my experience, phenobarbital works well. But there is probably something better out now.
    1 point
  33. the weight of the vac regulator ,plumbing,backup vac pump...etc is not little
    1 point
  34. Honestly, if I had a dynon system already installed, the only viable option going forward is to install a single g5 along with the gfc500. For those who haven’t jumped yet the best investment would be a couple G5’s and the gfc500. Keep in mind both G5’s and all the wiring for the AP can be installed by the owner (IA sign off). Only requirement for “expensive” dealer work would be the AP install.
    1 point
  35. I used 1/16” music wire.
    1 point
  36. I’m a little concerned that Rick’s rather verbose post made no mention about an autopilot in the works for short or long body owners.
    1 point
  37. When you tell people that, you will, deservedly, get a blank stare, because you are completely ignoring the intermediate actions/processes. For instance, are these processes at constant pressure? Constant volume? Adiabatic? Changing conditions? Heat may be the fundamental input to result in the spinning of a turbine, while pressure is the direct cause. There are several abstractions between gasoline and thrust, and breaking them out will go a long ways to understanding the whole process. That is why earlier in this thread, I suggested thinking in terms of pressures as the more direc
    1 point
  38. For those unfamiliar- If you look just aft of the red label saying "low band" you'll see what look like little oblong cans. Those are the "crystals" you would buy that were tuned to the transmitting frequency you wanted to use. I had to buy a 119.3 crystal for mine so I could talk to VNY tower. This was long before even 360 channel GA radios were available let alone 720. There were only a couple dozen frequencies used for towers all over the country. You could go to your local food market and "test" all the tubes (those round glass thingies) to find the bad one and buy for replaceme
    1 point
  39. This is true, except that if there is a dual alternator in a 231 it is an aftermarket alternator, and the event of failure of the backup would not be covered in the main body of the POH because the POH was written before the aftermarket item was installed. It might be in the STC for the backup alternator, of in the flight manual supplement that is supposed to be inserted in the POH, and it might also be in the STC for any mission critical navigation equipment, like a GPS/Nav comm. There would also be the possibility that it would be in the 337 that allowed the backup alternator to be installe
    1 point
  40. On my 67F (I don't no for the C), the gear down switch is mounted into an pushing rod box with return spring. With the time, it necessary to lubricate the pushing rod. Otherwise, the return spring is not strong enough and the switch does not immediately deliver the information.
    1 point
  41. Me too. I thought they found everything important, which is what you want on a prebuy. It's been 8 months since, the plane is in for its annual now, and there hasn't been anything surprising I didn't already know about or expect, knock on wood. The only things that need fixing that weren't on the prebuy squawk list have been quoted a grand total of about $500 in labor to fix. I'll take that in a prebuy every time.
    1 point
  42. 1 point
  43. I don't know whether you saw my previous thread. I am 82. Parker could not find any carrier who would offer me hull insurance on my Mooney. Some would give me a policy if I flew a non-retractable plane. Liability policies are available. I wound up buying a liability policy and self insuring the hull.
    1 point
  44. I had dual G5s and the GFC500 autopilot installed and it wasn't much more than two GI-275s and keeping the old autopilot. I've seen numbers around $15k for a dual GI-275 install. A G5 HSI with 29B is about $3k worth of hardware and figure probably another $3k for install. You need the temp widget for winds and TAS I think either way. I have it and get both on the G5s. The path you propose will take longer and cost you more in the end. I have a whole KFC-225 system in a box including the KI-256 if you need any pieces to support this upgrade plan.
    1 point
  45. This would not be the end of the world for most. If your willing to pay 200 bucks a year to fltplan.com you can have PDC sent via email or direct to garmin pilot (providing data or cell coverage). If I did a ton of IFR flying in to the following airports I would absolutely pay 200 bucks a year to not have to write down and read back clearances. FltPlan PDC Premium Service
    1 point
  46. @ basically $3k avg for just the kit, you’d have to sell 34 sets just to pay for the STC, can’t see that happening. Hoping Jose recovers - strokes are no joke... -Don
    1 point
  47. I have the Mccauley 3 blade on a 68F. Changing from a 2 blade to a 3 blade wouldn’t be my first “upgrade” choice. In my opinion, the change in TO & climb is negligible, and it probably costs you a couple knots. It will definitely cost more to overhaul and it definitely weighs more. I think a bunch of Mooneys got 3 blade props in years back when they had a prop strike and mccaulley was selling theirs cheaper than most 2 blades. That’s just a guess, but mine had a prop strike in 2004 and thus the 3 blade. Heres the deal though... it looks cool and chicks dig it, so I say go for i
    1 point
  48. Hello Everyone!! I have owned several Mooneys, starting with a 1984 201, followed by two 252's, two "M" Models and finally my current Ovation and have logged close around 2.300 hours in all of them and flown them everywhere in the U.S and also to see Angel Falls in Venezuela. I found that I could "roll on" practically all my landings in every Mooney except for my current Ovation. I would throttle back approaching or crossing the threshold and then just run the trim in ground effect and they would roll on all the time. This 1995 Ovation has taken me a while to master and I believe that it
    1 point
  49. You don't really torque this nut. You turn it gently until the bearing binds slightly and then back off to the next cotter pin slot.
    1 point

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