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

  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 skip mod one and go straight to mod two even better.
    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 the aspen mfd500. However, I realize Garmin does not always play nice with others. Good luck with your panel. The 205’s make a great plane to upgrade.
    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 shot was even worse for him. He had pretty severe nausea and dizziness. Uncomfortable standing in the first 24hrs. He received his first dose just weeks after clearing quarantine. He’s in his early 80s (but still fit) so that certainly could be a factor. He tolerated the actual infection very well with mild symptoms (non respiratory). I post this not to deter anyone from getting vaccinated, on the contrary, I think everyone should. I say it as a warning to keep an eye on loved ones post vaccine. My Dad is very independent so I only found out after the fact. In hindsight, he should have had someone with him. The side effects hit him many hours after the shot. It’s good he was home because they were so debilitating that driving would have been off the table.
    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 chromate for the outboard side of MLG and disc drums, otherwise used self-etching primer and the aesthetically pleasing rustoleum primer+paint… As usual, no job is fully done: the dust cover screws were stripped. I thought they would be included in the M20E trim set I got from spruce, but they are not, so I used the tapered-headed access panel set screws (same thread, but different length and head) padded with double washers for the time being and finally went for a 1-hr flight. The proper screws and washers are in the mail from spruce... It's like that annoying history class when you learn that WW2 is technically not over, because there is still those little islands (Kurile islands) contended by Russia and Japan. I can't help but note that, though I'm forcing myself to become fluent in imperial units, the first day my local friend was helping me, and since my torque wrench is labeled in foot-pounds we had to convert the above settings from ln-lbs to ft-lbs, but the division by 12 proved to be cumbersome... to the point we had to use google. It's slightly easier to go from N.m to N.cm... He blurted "what a PITA" while I was keeping quiet and cursing myself for the dent on the underside of the wing caused by misaligned hydraulic jack. Cheers F
    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 look at the AC. The AC has a very specific definition for an MEL. Among other things, an MEL says what needs to be done if a particular piece of equipment is inop.
    2 points
  8. Getting my first shot tomorrow at TMS (Texas Motor Speedway!)... -Don
    2 points
  9. 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 flight you may take is something you just can’t get from a book.
    2 points
  10. Theoretical discussions aside - I just got my shot number one! 3 hours ago. Wohoo! Pfizer. No symptoms yet.
    2 points
  11. 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
  12. 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
  13. 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 encouraging compliance through enforcement of penalties. For that reason, any ambiguities are unlikely to get adjudicated. To the extent that flight schools, BFRs, and check rides aren't covered by the order but the persons running the flight schools and administering the BFRs and check rides impose a mask requirement, you're always free to take your business elsewhere if you don't want to comply. It is perfectly reasonable for a service provider to impose mask requirements that go beyond those imposed by government order, much like "no shirt, no shoes, no service" or, at some restaurants, the requirement to wear a coat and tie (does any restaurant still require this?). Mask wearing when you can't maintain distance from others appears to be effective and seems like a small inconvenience to ask people to bear to promote the common good. I look forward to the day that it's unnecessary, but I'm happy to do my part while it is necessary.
    2 points
  14. Isn’t it about time to fly-in to some restaurants?
    2 points
  15. Picked up a Bravo and finally started the meandering road back home. Broker snapped some shots as we were leaving. Great folks at Southwind at KFMY.
    1 point
  16. My wx-11 storm scope looked like this: “+” and running a drill by the antenna had no effect. I researched online and Valentine https://www.stormscopes.com/avionics.html sells refurbished processor boxes and i almost fell out of my chair when i realized he is located less than 45 min drive from where i live! So i zipped down there and bought one. When i swapped it out my WX-11 went to this on the drill test: All for $295! Dirt cheap in airplane AMU’s. The sad part is that he is no longer taking cores or refurbishing the processors due to lack of parts and support. He used to sell them for $595 but is trying to get rid of inventory so once these boxes he has left are gone that’s it. I thought about buying a spare since they are so cheap. If you need one better order sooner than later. What is the life expectancy on one of these systems?
    1 point
  17. First video with a new intro and the branding of the channel. If you want to get everything out of your engine heater you might want this cover. Sent from my iPhone using Tapatalk
    1 point
  18. Hi Freddy, Are these the overhead air vents you are talking about? If so, I went through this recently with my 252. Older but similar. Repairing them is fairly easy, but getting access to them is a huge PITA. Let’s talk about the easy part first. The butterfly valve is opened and closed by turning the outer ring of the nozzle which turns a ring clip that has a u-shaped tab with a slot in it. A little rod attached to the butterfly valve sits in this slot in the tab and as the ring clip turns in the housing, the changing geometry opens or closes the butterfly valve. See first picture. There are actually two parts to the ring clip that both fit in a circular slot around the inside circumference of the housing. There is a spring clip that looks like a bent bicycle rim that keeps tension on the assembly, then the ring clip with the u shaped tab. Both sandwich into the little circular slot, but if the ring clip falls out then all the pieces just rattle around inside the vent. Once you get the vent out of the plastic housing it is very easy to reassemble and put a drop of Loctite on the ring clip to keep it secure. Now for the hard part. The vent assemblies are attached to the back side of your headliner and the metal Wemac valve is inside a black plastic housing. In my case I had the headliner out for an avionics upgrade so that was my opportunity. For the first one I cut the entire housing out of the headliner, only to discover that the metal valve is actually glued into the black housing so I still couldn’t get it out, and the offending ring clip is on the back side of the vent, inside that black housing. I actually had to cut the housing in half to get access to the back of the vent, but it was easy to glue it back on with plumbers ABS cement. For vents 2, 3 and 4 I left them in the headliner and just cut the black housing. There was no point in cutting them out of the headliner. In picture 3 you can see the vent with the housing cut open and the loose ring and spring clips. In the last picture the housing is glued back on. You can see the cut line. Your part numbers are different from the 252 so your valves and housings won’t be identical but they look very similar from the pictures in the IPC so I think your job should be similar. Regards, Mark
    1 point
  19. 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
  20. 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
  21. 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
  22. Just bought this same part from Paul Loewen for my M20K 252 a month ago and had a great experience, quick shipping from CA to MA.
    1 point
  23. That's what I have, bought several years ago from U.S. Spruce catalog for ~$35. Works great, lots of red light.
    1 point
  24. Anthony, we need to change your handle to Pix Rotator
    1 point
  25. It is not uncommon to have to pay as much as 1300$ 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.
    1 point
  26. 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
  27. Still works in NJ too... Old school.... left over from the dial up days... -a-
    1 point
  28. Yup. Brown Field and Big Bear typically have the cheapest fuel in SoCal. Tankering fuel from Big Bear isn't such a good idea during hot and high summer days, though.
    1 point
  29. I figured that was a typo, but I needed to take a dig at you
    1 point
  30. 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 waiting for maintenance. But for part 91 you have more flexibility under 91.213(d). Skip
    1 point
  31. This can be a really easy and fun "hanger elf" job, that should only take an hour or so. First, go to the Brownell's gunsmithing supply web site. Buy Alumihyde paint (sp?) in whatever color you want.....silver, black, flat black, desert tan, etc. When you spray this stuff, use a respirator. It is nasty. Simply sand down the chrome surfaces on the ash trays with production paper, finishing up with about 400 (maybe 600) grit. If you want to polish up the plastic parts, maybe try buffing them with super fine polishing compound or something. Then, mask the plastic parts, wipe down with acetone, and paint the ashtrays. You may need to do one pass for the interior and undersides of the lids, and then one coat for the tops. Should be easy enough to figure out. They will look just fine. Yes, Virginia, you can paint chrome!
    1 point
  32. Whenever I travel on the airlines, flying back in coach, with my over sized legs crushed as the guy in front of me wonders why his seat won't lean back any further and then starts the inevitable back slam to try and force it back, but those are the sound of my knees cracking under the blunt force - on those occasions - I wish oh wish I were a foot - or two feet shorter. Aside - in all practical terms, in a mooney with me as the pilot, there is very very little room behind my pilot seat for passengers so in all practical terms MY Mooney is a 3 seater, with plenty of room in the back for luggage. Often I even therefore have that removable seat behind me removed since it is not practical anyway to put anyone there. And as a 3 seater, the weight and balance is just fine. So except for munchkins, gnomes and elves and short elves with skinny legs at that, no one sits behind me.
    1 point
  33. 1 point
  34. I have seen a few posted on facebook by a company called Avionics Source. His name is Bryan McConnaha and he seems to have a pretty good following although I have never done any business with them.
    1 point
  35. Interesting discussion. I've been through the sliding seat scenario a couple times - from my right seat. It turned out my right seat holes where more ovaled than my wife's left seat. Maybe its because I weigh a good 50+ lbs more than her. Regardless I was fortunate it never happened to me till after a few thousand hours in Mooney's and I was prepped enough to just let go of the yoke and let the trim control pitch for a couple seconds. But in my case my wife was there to take over. She wasn't happy! But I hate to have to admit it happended a couple times before I had it in annual and went through the long arduous process of replacing all 4 seat rails. Now its impossible, as long as the seat pins are fully engaged in the rails - so they get cleaned out every annual and every time I get in I push down on the bar below the seat to check they're engaged and I also push back on the seat firmly with my feet to test their holding. With those checks and non-ovaled seat rails I can be confident they are secure for takeoff. Setting trim before every takeoff has to be engrained in every pilot. I frequently have to remind some folks I fly with to reset trim before next takeoff when doing pattern work. IMO it needs to be memorized pre-takeoff check list of everything looking at the controls down: prop & mixture, cowl flaps when you have them, & trim! But obviously its the trim setting that is going to establish when the plane is going to be trying to liftof and be a real handful if not at the takeoff position. But it shouldn't be fatal when we do forget it. We don't typically require full power for takeoff either and can quickly reduce a bit while bringing up trim if needed to keep yoke pressures manageable - just like a go around. I've never seen a seat slide back until the nose pitches up early in the takeoff, that's when it really requires the pin engagement to prevent it from sliding down hill. I wish my Mooney had the acceleration to cause that much force when pushing the throttle all the way in but it doesn't and we shouldn't be pushing it in rapidly either but smoothly as the plane accelerates. Otherwise the prop is eating any fod on the runway at the start of our takeoff roll. We have essnetially the same seat rails as the Cessna's with the AD, yet luckily without the AD. Despite no AD, it's imperative we replace them when the seat pins won't stay engaged or become significantly ovaled since its such an important safety factor - but it need not be fatal either and as long as we don't compound the issue by taking off with the trim way up. Although I keep my hand on throttle for takeoff, the need is more a function of type of throttle control being used. A vernier control is not going to slip back like the push-pull with friction lock. With a vernier throttle control and pilot that has a need for their other hand on the yoke or bar I wouldn't be concerned about - its not going to move on it own. I am familiar with the Cessna inertia real under the front seats too - but I think our seats are too low to the floor to allows the room those require - which is considerable.
    1 point
  36. Check the manual aspect of the switch - in the above picture the micro switch is attached to the bracket with a plunger. If that plunger is stuck or sticky it won't let the microswitch return to its non active state. You may want to check that plunger to make sure its free.
    1 point
  37. 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 replacement. Each one of those tubes had a heating element in them so it could emit electrons (to deep into ancient electronics for this note) but suffice to say you could heat the cabin with the heat from them :-)
    1 point
  38. 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
  39. 1 point
  40. 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
  41. Somehow I'm the only one here who self-identified in the survey thus far as having a resignation problem. In my defense, I'm not quite as bad off as this guy
    1 point
  42. A flight review is FAA-speak; a biennial flight review is former FAA-speak. It was "biennial" by the way. Bi-annual is twice a year, biennial is every two years. It used to be you could only do a BFR every two years, now they let you do them as often as you like.
    1 point
  43. After a long process I finally bought into a 50/50 partnership in a Mooney Bravo, of N9149P. PS. anyone wanting a 1/3 share in a M20C in Indianapolis let me know ;-) I put 100s of hours on the M20C and enjoyed every moment. The lure of backseat leg room for the kids, TKS, O2, new airframe, and SPEED finally got to me when a friend offered me a share of his Bravo. It was a bit of a difficult path. While working on my IFR ticket I watched a Mooney Bravo crash at my airport (KHFY). That didn't stop me from flying, but it's an image that I can't ever forget. A few years later I started looking at my friend's Bravo. He had two other partners, one of which had upgraded to a TBM and wanted to sell me a share. I was interested, but was holding out for a twin or 6-seat single so I could take my whole family. 18 months later tragedy struck. My friend's partner died in a crash with the co-owner of the other partner's TBM. All at once, my friend had a deceased partner and a partner that had lost his TBM and gave up flying. It got messy for 12 months, and I won't go into the details of what my friend had to unravel...needless to say our partnership has an exhaustive set of by-laws. With all of my friend's details sorted I decided to take the jump. I had to remind myself the airplane does not have emotions. It doesn't know the story. If I treat her right, she will treat me right. I'm really excited! Flying the Bravo has been a lot of fun, it's a different sight picture and heavier on the controls...but man she can go fast & climb. While the Bravo doesn't have 6 seats it's perfect. (Yeah, my wife will have to fly commercial if we go on vacations, but she gets a glass of wine and a few hours away from the kids!) We have a lot of work to do...O2 system/tank needs to be serviced/replaced, TKS needs to be checked, new gear pucks, and a few other things. Oh, and the engine is over TBO. The buy in was reasonable and we have some work to do...but that's all spelled out in our agreement and in the end we'll have a beauty! Open to advice about Bravo's. MS has taught me so much already.
    1 point
  44. While Caravan flying events are officially shut down during the current Covid pandemic, work has gone forward on a new MooneyCaravan website. This is the excellent work of @adverseyaw. He's been working on the site for a few months now and as of today, it is live. The new website has a lot of good information on formation flying in Mooneys. There is also a Members section that is available to registered Caravan participants. This will allow us to share more information around the Oshkosh time without running into privacy and other security issues. (We like to be able to share contact information between participants in the Caravan each year.) Please visit the website and let us know what you think. We all hope for an opportunity to get back to Oshkosh this year. MooneyCaravan website
    1 point
  45. Thanks @gsxrpilot for the share and collaboration over the last few months! Everyone, please visit the site, register an account, and see what we have to offer. Our hope is that formation clinics and Oshkosh registration will be possible soon -- when that happens, we'll share more through the member list, our Google mailing list, and here on MS. Please PM me if you encounter bugs or have feedback. Thanks and here's looking forward to a great 2021 flying season!
    1 point
  46. Thanks for all of the responses. I'm going to think it over but my gut tells me to buy the replacement display on ebay and call it a day for now. The avionics shops are just too busy to deal with right now...
    1 point
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