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Showing content with the highest reputation on 09/16/2021 in all areas

  1. The perfect day came with LIFR ceilings at Brunswick GA (KBQK) and IFR at FHB for me to go "play in the clouds" and see how low I could go at KBQK. Could I get down below DA without actually seeing the runway? As it turns out I could have landed but opted to do the missed approach at KBQK and fly back to KFHB after one turn at the hold. Had to do an RNAV into KFHB. Great IFR day!!! Chris Koppel
    5 points
  2. Since I am spending yours, G3X backup G5 and GFC500 and 255 Nav/com
    3 points
  3. From your description it has to be the Surefly. This statement doesn't make a lot of sense, if you're referring to checking timing with the timing light on the Surefly and magneto timing box on the right mag - they should be split by 25 degrees Since you installed a new maggie harness on the Surefly, I'd double check you have the wires routed properly to the correct cylinders - it may have a couple crossed explaining the roughness and starting difficulty. Otherwise it seems you have a timing issue and if everything else checks out I'd try with the MAP advance turned off.
    3 points
  4. This place has the best deal I’ve been able to find. Free shipping at $75, and I just order a few cases at a time. They’re very fast and have great service. https://aviationoiloutlet.com/
    3 points
  5. I was looking forward to this year's Mooney Summit. Really bummed it was postponed. Nevertheless, I still wanted to hold the presentation I had planned to do, but virtually. I don't have a solid date and time yet, but thinking Thursday, October 21st at 8 p.m. EDT...will post the official time here once I can solidify my schedule. I'll be more than happy to do this assuming I can get a good number to attend (say 30 or more). If there's very little interest, I won't bother. So, please add a "Thanks" or "Like" to this post if you are interested so I can get a feeling for the number of you that might be willing to attend.
    2 points
  6. The micro extractor set should work well for you. I felt pretty lucky when both gear trunnion forward zerks came out using a simple valve core repair tool.
    2 points
  7. The timing on the SureFly would have to be out by quite a bit to cause rough running. If it’s running rough on both, the SureFly mag is starting the combustion event well before the legacy mag. If it wasn’t, the SureFly would only cause problems when running as a single. Good idea to verify the plug wires are going to the correct place (as others have said) but I think the SureFly is running way to much timing advance for some reason.
    2 points
  8. I flew over to Byron late yesterday afternoon to get fuel in preparation for my Wings Program Flight Review today. On takeoff from Byron I heard a "clink" just as the gear was at the end of its retraction cycle. I knew what that probably meant; the right inner gear door rod had broken---again. It was 4:00. I was 10 minutes from Stockton, so flew over there to check it out. I got out of the plane to look at the gear with my fingers crossed. Well, that was useless, since in fact the rod WAS broken. I taxied over to Top Gun at 4:15. They close at 4:30. Mark got right on it to try a wielded repair, since they didn't have the rod in stock. That was completed and tested at 5:00. I took off again and as I raised the gear again I heard the "clink". By now it was 5:15 and all of the mechanics had gone home. Mark was still there and brought out the masking tape to temporally tie it open, while he fabricates a temporary rod this weekend. Mooney will have to make one over the next couple of weeks. They had none in stock. As you can tell, what I'm trying to say is Top Gun it top notch and will go the extra mile for you in a pinch. I've been using them since I bought my airplane 29 years ago. In fact they did the prebuy. How's that for a testimonial?
    2 points
  9. Terrific video with great learning points! Thanks for taking the time to make such an excellent video.
    2 points
  10. An acquaintance mistakenly timed his SureFly on his G model to the “#1” line stamp (red arrow) on the ring gear, rather than the line stamp that is the actual Top Center timing mark (green arrow). It made a difference. (Apologies if this was not helpful.)
    2 points
  11. I agree with @Ragsf15e, get in touch with SureFly's support. They helped me through my initial problems. Mine were harness related, so it appears that you have covered that issue with the Maggie harness. One of the first areas we addressed with Surefly support with my issue was power delivery. Where did you install the tap for your power? With an E model, your battery is almost certainly behind the luggage compartment. Did you go back there for your connection? The closer to the battery the better. The supplied power wire is too short to get to the battery box. What kind of connections did you make along the way? Are you sure they are solid against the rhythmic assault our planes and their components undergo? Power jumping around can apparently give this problem. Especially if the power gets above ~32v sometimes (I forget the correct number but somewhere up there) the Surefly will shut off in protection mode and restart, causing late firing, Your E model should be 12v... so the high voltage --shouldn't-- be a problem...but might be worth a check. But the other side is low voltage dropouts...could also be a symptom of a bad regulator...maybe a bad diode on an alternator would push the voltages to above the cutout threshold... @kortopates just made an excellent point. Checking for split timing doesn't make any sense with the surefly. It is a point of contention in my upkeep of the system. I really like to hear the buzzers and have the lights turn on together when I time magnetos. There is no way to do that with a surefly next to a old style mag. Are you certain that you didn't time it to 25btdc and it's trying to fire @ 50btdc? As always, check your timing marks, too. But make certain that the light is turning off at the 0 deg mark, not the 25btdc mark. Hope that's helpful. I love mine. I had to put it on standard timing at this recent annual due to the engine running a little hot, but I love how there is virtually no mag drop on the surefly. I'm confident that you can get it to work for you!
    2 points
  12. I am going to start working on my “Commercial” this week.
    2 points
  13. We should have left them all operational. They will kill themselves learning to fly them. During WW II, the US lost 65,164 aircraft but only of those 22,948 in combat. https://www.realclearhistory.com/articles/2019/02/12/staggering_statistics_15000_us_airmen_killed_in_training_in_ww_ii_412.html Skip
    2 points
  14. https://www.harborfreight.com/3-in-1-riveter-kit-94100.html
    2 points
  15. I did a one pre and three post flight tests. The first showed slightly slower, the second showed slightly faster and the third was slightly slower. In the end, the average of the three post flight test showed less than a knot slower on my K. The weight and CG of each flight was similar but may of had enough difference to influence the numbers. I did float down the runway more than normal on my first landing, there is a noticeable effect.
    2 points
  16. Regulations require an AFM which can be thought of as a POH specific to a particular airframe. Practically speaking, that first page is what identifies the document as an AFM but the interior sections contain information specific to the airplane when it was delivered such as W&B, equipment lists and supplemental information. I believe only Mooney can reproduce an AFM. I would contact them. Skip
    2 points
  17. Yeah. I called Garmin about this “feature” and they told me I can just make PDFs out of my checklists and use the document viewer. They didn’t seem excited about adding the checklists backs. The built-In AHRS is also kind of lame (returned the 1st, 2nd is just as bad). The screen is nice, though and I still have checklists on my GTN 750.
    2 points
  18. I wonder if the Taliban would entertain an offer on one of their new Super Tacanos , PC12s or attack ready Caravans? I have cash and bit coin.
    1 point
  19. Hello ya’ll. I’m in this early stages of buying a short body Mooney. I am a fairly new pilot. I have had my certificate for 18 months or so and just wrapped up the instrument. This would be my second airplane. I am at about 250 hours total with 80 or so in C150 and 172s and the rest in a two seat Grumman. I have a little bit of complex time in an Arrow. Am I completely off the rails to be buying a Mooney? I would like a J-bar gear because it is simpler.
    1 point
  20. Get rid of the vacuum system. Put the electric step in, it is great. The RCA 2610-3 makes an excellent replacement for your turn coordinator and you now have a backup AI with battery backup. I don't have anything to compare the GFC500 to, but I have been thoroughly impressed by it and am glad I spent the money on it.
    1 point
  21. Chris, Just poking you a bit about the ID. It is very easy to forget when everything comes alive where it should. Your iPad had the filter change reminder pop up. That was good. Gonna watch it again. Reminds me of the old days. Uh except for the GPS, clear radio communications, all the neat stuff, etc.
    1 point
  22. I will be happy to bring my Ovation over to you at AHN or you can come to me. I am at Gainesville, GA.
    1 point
  23. Does anyone have or can tell me where I can get the insulation for inside the cowl to protect it from the heat of the turbo? I know that Mooney probably has them but they've been very busy and I didn't want to wait. Thanks Steve sdawson630@gmail.com
    1 point
  24. Well done video and nicely flown. However, I personally think using speed brakes as part of an approach configuration could be problematic if living in places other than Florida. In cold conditions they WILL freeze in the up position. I think a power setting and configuration (gear and approach flaps) without them would be better suited.
    1 point
  25. Functionally the RS-232 Rx can be connected to an existing RS-232 from the GPS source. I think my G5 and the ELT are wired to the same signal. You should be able to verify that it doesn't need a dedicated RS-232 in the install manual for the unit. In the event of GPS failure before or on impact, the ELT is supposed to transmit the last known GPS coordinate, perhaps also with a time stamp. Since they don't transmit unless activated, they shouldn't generate any interference with any other systems. Mine is in the tail on the avionics shelf, so easy to access for battery maintenance, etc. They're good systems and hugely more effective than a 121.5 ELT.
    1 point
  26. Answered, in no particular order. I have had 406 ELTs with built in GPS (for redundancy) and recently installed in a 406 ELT in the Bravo. ARTEX has a lot of install manuals available for download, don't know about the other manufacturers. Mine receives location data from the 530. The battery packs should be good for 5 year or a certain defined amount of usage. WIth the ARTEX you can subscribe to a service which allows you to test the ELT on the ground to verify it is sending a signal but the installer will likely test it in accordance with the procedures in the manual. The drawback is you will probably need a ghastly external antenna and it will cost you 10 knots (maybe less maybe more but who really knows). Everything else being equal and slightly pudgy it was a slide in replacement for my old orange ELT in the tail, fortunately I have long arms, we did run new wires but reasonably simple, the tray had holes in it that lined up with the old ELT tray holes and so except for the wire, it was nearly a drop-in replacement unless you count installing a new antenna. Good luck.
    1 point
  27. Better than the adjustable grease nozzle is the "Lock-N-Lube" nozzle. https://locknlube.com With respect to the press in 3019 zerk, I stopped replacing them and use a needle tip pressed firmly, gets the job done. Get a Lock N Lube coupler with a Milwaukee cordless grease gun and a long hose. Greasing made easy.
    1 point
  28. CAV, We have a well respected Service center that wrote how to solve this problem for Mooneys… The title of the bulletin is called ‘the eight second ride’ (a bull riding reference) See if you can find the Don Maxwell Aviation site…. Where his writings are often available… Briefly, The nose wheel is often responsible for shimmy for a couple of reasons…. Wear and proper over center alignment… Do a search on the word plumb bob around here… there will be a picture showing the alignment of the nose wheel structure and the nose wheel… For Mooneys with several thousand hours on them… OHing the nose gear is a short cut to getting back on the centerline… Thanks for all your help over the years… hope this is helpful for you. PP thoughts only, not a mechanic… Best regards, -a-
    1 point
  29. Hubcap, We have a few M20K pilots that did their commercial in their Ks not so long ago… You might find them, and collect some data from their experience…. Best regards, -a-
    1 point
  30. Interesting, when you set up the dip switches, did you enable advance timing? How did you hook up the manifold pressure? Is this 28v or 14v airplane? I would call SF. They have reasonably good support. Mine worked perfectly straight out of the box.
    1 point
  31. Yup found those threads and did indeed buy the overpriced gear. Unfortunately that didn't seem to resolve the issue, rotated either direction no less.
    1 point
  32. i’ve had a G1000 GDU on the PFD fail totally. But a non-event on the G1000 even in IMC since the MFD automatically goes into reversion mode. Except you need to be prepared to realize you are down to nav/com #2 and GPS #2 only - the latter is transparent to the pilot. Nothing that a new GDU didn’t fix along with a software reload. Decades ago, I lost both GNS430W screens as they faded away and became unreadable in cold weather - I had to replace both of them one at a time at approx 10-15 years of service. Sent from my iPhone using Tapatalk
    1 point
  33. Just one more reason to love my IVSI. Can't go back!
    1 point
  34. There is merit in having an alert 'in your headset' saying 'gear unsafe' rather than the sonalert. The last 1/4" throttle movement and the gear up limit switch appear to trigger the sonalert. (+28V in the 252). My mechanical brain can see a way of using this to close a relay and providing a ground signal for the PMA450B. Aerodon
    1 point
  35. There was one for sale in addison tx. A year or so ago and i called about it. The owner said The manufacturer was dropping support for the liquid cooled motor and once inventory was dried up the airplane becomes a paper weight or very expensive mod to put a different motor in. Was one of the reasons it was priced so cheap.
    1 point
  36. Thanks for the tip on Snoop. Have a bottle ordered. Thanks for the other tips as well.
    1 point
  37. My local shop charges me $78/case and $26 for a filter. I don't mind him making a few bucks and it's always in stock a few hundred feet from my hangar.
    1 point
  38. I believe it stands for Loewen's Mooney salvage: https://www.loewensmooneysalvage.com/
    1 point
  39. If you go LED, you will have to grind new key ways in the retainer rings. Your filaments are oriented vertical which is a trick to give them longer life and orientation makes no difference on the incandescent bulb, but it does on LED. A mouse only needs 1/4" opening. I would check carefully there is no damage from urine etc. in your wing.
    1 point
  40. Let's narrow it down: Somewhere in the Nechako Valley? Have a daughter there and the landscape looks very familiar. Robert
    1 point
  41. It was the safety of touching down at lower kinetic energy which was the number one reason I started shopping for them. Number 2 is manipulating complex flows with cute little gadgets is cool and appeals to what I actually do for my day job. And all the reasons you said. ONLY down side is waxing the plane is slightly harder.
    1 point
  42. I know, I was just trying to be a smarter ass then you.
    1 point
  43. I think @aviatoreb has experience removing his, but I haven’t tried to remove mine. I have a 2000 FIKI O2 with the 310 HP STC so it’s a little slower than the non TKS Ovations. I didn’t notice a change in cruise speed and according to the VG company they don’t affect the FIKI certification. Crosswind landings are WAY easier, though. I have noticed that my wing looks 200% more awesome, though.
    1 point
  44. Most engines bleed valve close on the ground at well less than 100%, usually mid 80’s Ng to maybe low 90’s Ng ‘I know of no engine this isn’t true, especially a PT-6, the bleed valve exists for acceleration from low RPM, but is fully closed way before takeoff power at seal level Google PT-6 coke bottle test. it’s the ground test where you determine RPM that the bleed valve is fully closed. http://blog.covingtonaircraft.com/2015/08/11/pt6a-engine-maintenance-basic-stuff-compressor-bleed-off-valve/
    1 point
  45. If mooneyspace.com hadn’t been available, that would have been the perfect domain name for this site.
    1 point
  46. If she really loved him she'd accept the airplane. The guy is in an abusive relationship and should get out right away. I wish I was kidding.
    1 point
  47. Check the retard breaker points p-lead. It sounds like it’s grounding on something (maybe even the knurled nut itself). After that, I would suspect the switch itself. What you’re describing is a fairly common mode of failure of the switch. When moving the switch to the “start” position, the switch grounds the left primary and right magneto circuits, activates the shower of sparks, and sends it to the retard breaker points which should open at 0° BTDC, thus enabling the engine to start at TDC. Since the problem started with magneto removal/installation, and the magneto appears to be sound, the next most likely culprit would be that the retard breaker lead finally broke down enough that it’s grounding on its own. What happens when you release the switch to “both” is that the engine has enough rotation speed to energize the primary circuits of the magnetos and enough inertia to start at 25° BTDC.
    1 point
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