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Showing content with the highest reputation on 05/01/2021 in all areas

  1. I had a nice Cross Country flight last week, flying from the U.P. to Las Vegas / Henderson Field for the LOBO (Lancair Owners & Builders Organization) for their Annual Convention. We saw some pretty serious headwinds on the way out, so needed to stop in Fort Morgan, CO for fuel. Those mountains look a tad bit less intimidating from FL280 (compared to previous flights with less capable airplanes). It took us 5.5 hours to fly out, but thankfully the winds were nearly the same (just a bit less) for the return flight. We were able to complete the trip home non-stop in 4 hours, covering 160
    4 points
  2. Well, N1258X departed KIMT (Iron Mountain, MI) this afternoon on the way to a stop over in Arkansas. "Chocks" / Shane is the new proud owner. Watching him on Flight Aware and seeing in excess of 200 MPH at times, priceless. https://flightaware.com/live/flight/N1258X/history/20210430/1814Z/tracklog Hope he has tailwinds every flight with Steve looking down and blessing him as the new caretaker of that plane. I found Shane to be an amazing man. Happy to see someone like him get Steve's plane. Seeing it leave was a bit challenging, but then all things must pass. Now back to get
    4 points
  3. I just published a realtime video of a short flight in the Mooney M20F from the Spruce Creek Fly-In Community private airport to New Smyrna Beach in Florida. With ATC audio. The flight was recorded by 4 cameras. One of the cameras was installed under the left wing. Recording starts prior starting the engine and stops at engine shutdown.
    3 points
  4. After the PPI there should be virtually no surprises. As for completing the Annual, it should be down to the servicing items on the Mooney check list. Clean, gap and install the spark plugs, add oil to the sump, clean the fuel filters/screens, clean/ replace the air filter, service the battery, service the ELT, swing the compass etc. correct the issues discovered during the inspection, close the inspection panels and complete the logs. Clarence
    3 points
  5. I am over the moon. I will take good care of it for you buddy.
    3 points
  6. This will be quite a post. I basically grew up on a grass strip and everybody I knew from when I was age 3-10 had airplanes. My dad had a C150 when I was born, and bought a Cherokee 180 not long after my sister was born when I was 3. Dads good friends were crop dusters, retired Navy pilots, and (flying) farmers. My dad farmed ground around the airport in Monon, IN and so that’s where he kept the 150. The Cherokee was purchased from a neighbor 1 mile away who had an 1800’ grass strip at his house and we kept it there. We flew that plane all over and it was particularly awesome when he’d c
    3 points
  7. This is exactly what its for, any short runway. If you don't have 70% of rotate speed as you come up to the middle of the runway its time to abort takeoff. You'll still have time to stop and then consider next options based on what you might think is the issue. 2150' is ordinarily not an issue in a C model at 540' elev, but this day was different for wahetever reason. But as pilots we need to be primed to make the abort decision before passing the halfway. Of course we have no clue what actually happened in this takeoff so not passing judgement on this specific incident - just repeating a best
    3 points
  8. He had partial power loss. Could not get out of ground effects. He tried to accelerate over the lake but hit the trees near the old prison. If anyone knows Warwick airport its a short runway so once your in ground effects your pretty much committed. The Mooney's roll cage kept the fuselage intact and pretty much saved his life. He climbed out the door with hardly any injuries. He is recovering at home with some back pain. Mooney is a safe plane and we should be glad to be part of this amazing airplane.
    3 points
  9. As an economist, what we're seeing is as much of a lack of supply issue as it is an increase in demand. Whenever supply shrinks and the monetary printing presses run (whether it’s from countries hoarding materials or because of reduced production) we stand to see stagflation as the resulting economic phase. Stagflation (high inflation, high real unemployment and slow growth) is not desirable whatsoever. The high inflation is being caused by a shortage of supplies due to many companies being being either offline or partially offline over the last year and countries and people hoarding materi
    2 points
  10. Sometimes things don't show up right away on the JPI. My one emergency landing did not show anything on the JPI, or any of the other instruments, until well after it was decided we were landing NOW. So even if he did have a JPI and it was in his scan, still may not have told him anything. AND... Has anyone heard any more real details? Spoke to a friend that lives in Warwick and there are lots of "facts" floating around from non pilots. Just curious if anyone has learned more from the Pilot or anyone at the airport that has real facts/knowledge. Maybe a potential Learning Experie
    2 points
  11. Well, my fantasy Mooney is faster than your fantasy Mooney: Mine cruises at Mach 0.92 on 12 GPH and has an interior the size of a Jai-alai fronton.
    2 points
  12. Thank you, @carusoamfor taking the time to flip my posted pictures! Some day you'll explain how to do this. I can easily flip and turn .jpg's, but when I post, they always revert. It seems to be an issue with Mooneyspace since I don't have the problem on other sites. As to my floor, it was cheaper to make the floor all shiney than get my plane painted.
    2 points
  13. It seems complicated on your side of the Atlantic. In France there are many wooden planes and this is a well-mastered technology. Offer an internship to my friend Didier, he will rebuild your wing to new, he built a MJ 100 (Spitfire scale 1 wooden). https://www.planecheck.com/eu/index.asp?ent=da&id=46345&cor=y
    2 points
  14. 2 points
  15. Sold to a friend. I can fly it whenever I want
    2 points
  16. Once infected, it stays in your system for a lifetime! There is no cure.
    2 points
  17. @A64Pilot Actually, what is protecting your home address is your LLC agent which itself is an LLC. Which mean that is a dead end but, for 5 dollars I can pull the registration record for the airplane, and find out who represented the LLC on the bill of sale which would lead me to at least your first and last name. This would also allow me to know what sort of ADS-B solution you have. If I were to religiously check ADS-B exchange (and you have an ADS-B solution that does not allow for autonomous transmit) I could ultimately find your home airport which would at least let me pull the tax records
    2 points
  18. Building hangars on public airports that receive AIP money is quite entailed. I have built many hangars on airports in years past but my last hangars were in the late 90’s until now. Last year I leased just under 4 acres in the middle of the airport at KOMN. WOW has things changed with the FAA requirements etc. I was right at $250K in administrative stuff before I even had the proper FAA approvals to make application to the city for the building permits. (That 250K doesn’t count my building permits) You have to have an FAA approved CSPP. EPA (FAA Required) DEP, Storm water run off plan etc !
    2 points
  19. Personally, my most successful investment decisions have been to ignore predictions and stay the course, and my worst ones were trying to react to what I thought was likely to happen.
    2 points
  20. There have been a couple of discussions on ADSB tracking and taxes etc. Plus I’m uncomfortable with data published by our government that attests to the fact that I’m not home etc. I guess I’m sort of a privacy “nut” So I formed a Montana LLC and it bought my aircraft, and I registered my aircraft with the FAA LADD program. Some of you stated that an LLC does nothing, it’s so easy to find out who owns the LLC, and I learned that LADD is only partially successful that agencies other than the FAA collect and disseminate ADSB data, although God knows why. Anyway my tail number is N
    1 point
  21. For an E model book landing ground roll is 600ft, so 50/70 take off abort should be very doable even at a 2100” strip. I use a 1800” strip regularly and I like to be airborne by mid point. I limit myself to 2300lbs for strips under 2000’ unless it’s the dead of winter.
    1 point
  22. I actually do hold a valid Transport Canada Aircraft Maintenance Engineers License, equivalent to A&P IA, and it’s not lapsed. Clarence
    1 point
  23. There is absolutely nothing magical about getting an annual done on an airplane. Pencil whipped annuals are available everywhere. (I personally know two who will sign it off for a case of beer) And are seemingly very common as attested to by those very same expensive first annuals sited by @A64Pilot When I have a pre-buy done, it's a more thorough inspection than any annual requires. And it's done by a shop and individual who I trust completely. And no force of law will make me trust him/her more. In fact if I feel I need the force of law to have any confidence in the pre-buy, I've chosen
    1 point
  24. I’ve heard of geotagging, it’s a real issue with the Military, more than one base has been mortared based on photos GI’s took and posted. How do you see the location data on a photo that was posted?
    1 point
  25. But it would have a Mooney wing, the correct tail and a much lower Cd!
    1 point
  26. Sounds like this would be a minor mod with a logbook entry if it’s Faa / PMA. It does not reach the threshold for any of the criteria for a major modification, it’s an approved part and has a TSO approval (thus the approved data exists). I’m not an AP / IA but I’d be perfectly OK as an O/O with installing this with a logbook entry from any AP.
    1 point
  27. 1 point
  28. Frank, Don’t be afraid to post pics along the way! The scale of the project is gigantic... before you construct anything. Thanks for sharing the details... Best regards, -a-
    1 point
  29. Welcome aboard Deaton. You may want to leave a method of contact... This situation comes up infrequently... but when it does... you could be the best thing since sliced bread... If you included an email address in your data profile... that works pretty well... Best regards, -a-
    1 point
  30. LOL! Exactly how I was going to approach this...but my wife wanted to go to dinner 2 hours ago...and we just got back
    1 point
  31. Glad to hear you got your plane back and all is well. My current saga is much like yours. Plane went into the shop mid-December, engine went to Jewell mid-late January, and they just got it back last Friday. So I should be about 5-6 weeks behind you on getting her back into the air. I also switched to the 100 series electric speedbrakes and my installation looks much like yours but will be painted to match the wing. I opted to keep the vacuum pump however just to drive the secondary/backup attitude indicator.
    1 point
  32. Unless there ain’t no gas ... In this situation potential water contamination
    1 point
  33. Not enough water flow, the amount of heat removed is substantial, plus as the water gets more than warm, efficiency tanks, so you need only cool or cold water. ‘GE used to build a heat pump water heater, but I think it didn’t sell due to cost, people don’t want to save energy anymore as evidenced by the number of SUV’s and pickups on the road. Ground source heat pumps used to be the rage back in the 70’s after the energy crisis, they had either a whole lot of buried pipe and recirculated the water or two wells, pump out of one and discharge into the other. I had two wells at the old
    1 point
  34. My sole intention when I started taking lessons in 1989 was to be a Private Pilot. Didn’t know anything except wanting to fly, but I remember a Mooney PFM poster at the flight school. Instrument rating in 1992 and I lucked out buying my first Mooney M20C. Kept acquiring licenses, and the next thing I knew it was 1999 and I became a flight instructor. Figured I would be lucky to have a career flying Part 135 cargo. Regional airline in 2000, changed airlines and started flying an Airbus in 2006. In the back of my mind, I’m still 24 years old and I figure I’ll be a Private Pilot for
    1 point
  35. Thanks Bob. Looking forward to our chat this morning. Didnt realize you were a member here, but glad you are.
    1 point
  36. Mike you will need a 5/64th hex key
    1 point
  37. Congrats Chocks! Enjoy this plane for many miles and smiles.
    1 point
  38. Back in the radial engine days there were issues with running high rpm and low manifold pressure because it reverse loads the master rod bearing and can cause it to fail. The rule of thumb was to avoid operation under square which meant to avoid combinations where the manifold pressure in inches was less than the rpm in hundreds (equal rpm and manifold pressure being considered “square”). It appears that the concept got transferred (but in reverse) to the small normally aspirated engines we fly. The idea is that a power setting is safe if not over square meaning manifold pressure in inche
    1 point
  39. The Acclaim has to be faster, since it needs to spend that time saved, in the shop...
    1 point
  40. Basically it is a pair of 360’s end to end. Mine is a narrow deck and uses the same cylinders as my old E models IO-360, just twice as many. It’s like running a pair of E models. It holds 17 quarts of oil, it burns 36-38 GPH on take off and 18-20 in cruise. Mooney owners seem shocked at the fuel burn, Cirrus owns just nod and smile when looking at the fuel burn. Clarence
    1 point
  41. Help! I got Simpsonized! Yesterday was my birthday and Liz surprised me with a Simpsonized artwork of me standing in front of the pi-plane. It doesn't as much look like me as it looks like the idea of me, which is what everyone who guest starts in the Simpsons ends up like. I also went flying with my son - over to Lake Champlain near Burlington in view - I tried to take a picture in front of the plane just like the Simpson version but I crossed my arms instead of arms on hips and it didn't work. I will try again today. I wore the right hat and sunglasses though.
    1 point
  42. Catalina? Or Martian landscape pic... Great pic! -a-
    1 point
  43. That fitting has a nut at the bottom that compresses the o-ring against the governor pad. Make sure that nut is tight before going out and spending a bunch of money. if it is tight, I would remove the fitting and replace the o-ring before I did anything else.
    1 point
  44. Time for a final PIREP on this saga. I'm not @Seth so don't hold me to that high standard of reporting. My annual has typically been due in August or September. I knew when I bought the plane that I'd probably have four years before I'd need an engine overhaul. I also bought the plane with the full intention to do the Encore conversion. My thought back when I was originally looking at the Mooney, was that a new modern panel and the Encore conversion would bring the UL up to a good place. I did the panel towards the end of the first year of ownership. And then I just flew it, a lot. During
    1 point
  45. It's time for an update. She flies. 34 minutes over the top of the airport. Full power is now 39" at 2600 RPM. We're still dialing in the fuel flow, so don't have that yet. We have a short list of squawks to work through but should be finished up and heading to Denver by the weekend.
    1 point
  46. My Dad got me in to flying in high school. He never flew anything but I think it was a dream of his. So I went the route of going to college to be an airline pilot. Got there and met a lot of other pilots that were also on an airline pilot path. After a while of being there, I began to have second thoughts. Driving a bus full of whiny people from PHL to BOS back to PHL over to DCA down to MCO (etc.) all day every day just really didn't sound appealing. So I gave that up, got my A&P and never looked back at flying as a job again. After my kids were grown and out of the house and I could aff
    1 point
  47. I wanted to be a fighter pilot but discovered during my ROTC scholarship physical my eyes weren't good enough to fly with the USAF in any capacity. I wanted to serve so I took the scholarship anyway. I was assigned as an acquisition officer when I was commissioned and after a year or so started training for my private ticket on my own dime. Soon after that I was getting prescription sunglasses for flying and the ophthalmologist told me my eyes hadn't changed but the vision qualifying criteria for USAF aviation had expanded due to my being 2 years older and I followed a path that took me to the
    1 point
  48. Sorry to be late to the party here but that's my post that you took the screen shot from. I got the multiplier from @kortopates specifically based on the compression ratio of an IO360 engine. By the way, the multiplier for the TSIO360 is 13.7. I didn't read every post closely through this thread, but let me clear up a couple of things... If you are running on the Rich side of Peak EGT, then by definition, you have excess fuel already and so % HP will be determined by the amount of Air which in our case is measured as Manifold pressure and it controlled by the Throttle. The Mixture h
    1 point
  49. A few points I have taken from the above comments: There should be an agreement on what is being done, where, and what determines buy or no buy decision. Verbal or written may not matter, but it also may depending on the final decision. Potential buyer puts money into escrow, sellers pocket, or somewhere to provide proof of interest/ability to purchase. "Examination"/PPI take place and determines squawks/airworthiness items to be discussed between buyer and seller. Buyer determines from results of PPI/exam (and previously signed agreement) to proceed or stop process.
    1 point

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