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Showing content with the highest reputation on 02/13/2022 in all areas

  1. Every time, only takes a few seconds and could save your life.
    5 points
  2. So I haven’t been in the cockpit for over 7 months now since my plane was damaged. Yesterday I finally broke down and my boss and I went for a flight in his plane. Sadly it wasn’t a Mooney. But it felt good being back up in the air. The weather was perfect. Sent from my iPhone using Tapatalk
    4 points
  3. They did apparently have some update to the software prior to me purchasing my EDM900 back in January 2020. By making the bars in the graphs more sensitive it is easier to see if there are changes in the EGT's and CHT's. I made a short video today. The first part is just with the power on, engine not running, the second is at 1070rpm. You can see in both instances that it levels both the EGT's and CHT's in Normalize mode. I understand that we want to know the absolute CHT numbers (which are displayed above the graph numerically) but I find that it is also helpful once established in cruise and leaned out to have everything leveled on the graph, it makes it very easy to spot any changes to the temps to either the EGT's or CHT's where if the CHT's were at different heights depending on the temps a change is not going to stick out as much. For reference: Product Type: 790000-A Product Revision: 7998-2011.05 EDM Hardware ConfigID: 1c2042021081a EDM Serial Number: 09669 BootLoader Version: 10.08 LMS480 CoreLib Version: 1.29 Check Sum: 090FF6AA
    4 points
  4. Got into my Ovation and as usual, my foot hit the factory cup holders, the "marine style" fold down units and I broke one. I figured if I am going to hit it anyway with my foot, why not make one I cannot break. So with some King Starboard and a few power tools, I made a new cup holder. I improved upon the old by making it so the bottles or cans cannot escape the "prongs" and I added a groove so it will also hold my iPad with the help of velcro. Since I have a G1000 I don't need the iPad all the time but have a hard time finding a place to stow it. Now it has a place. To mount it, I simply matched the holes to the riv-nuts that held the old units and even used the same screws.
    2 points
  5. Please don’t mistake what I said…. I didn't say that working on GA aircraft is easy or that it isn’t time consuming: just that it’s expensive and specialized. Nor do I believe it’s unreasonable based on what’s needed to keep an aircraft airworthy and safe. I think it’s sad because as the price increases (on everything GA related.. aircraft to parts to labor to insurance to hangars) it’s pricing more and more folks out of GA and that in turn is leading to an older average population base of GA pilots and… the way I see it… a continued contraction in GA as an industry. kind of crazy though how it has taken a pandemic to strengthen the fleet hull market though. Makes me wonder how long that will last (forever maybe? Or until the next recession? Time will tell).
    2 points
  6. Since Byron opened up the shop, I have seen so many variations on how annuals are billed when we compare our invoices to previous invoices. For instance, some places have flat rate 26-30 hr annuals, but then every single task is billed separately on top of that (oil change + 3 hrs; AD inspection +1 hr; etc.). RPM is too far for you to come from California, but just for a point of reference, we bill every item on Mooney Annual checklist as part of the labor hours as an annual, but then any squawk fixes as separate, but I am not sure there is a standard practice for this. I've also learned some planes don't have AD lists already generated -- this is so weird for me, every plane I've flown (clubs, rentals, friends planes, my plane), has always had an AD list. I am not sure how a mechanic is supposed to do an annual review of AD compliance without this, but apparently they do (or they just make assumptions? I don't know.). But if your plane If your plane doesn't an AD list, they can take some time to generate for the first time. I guess the point I am making is that when you ask a shop about how long the annual takes, make sure you ask what is included so you can compare apples to apples. Also ask if they use the Mooney factory checklist for the annual. I will say if you're getting a quote for $500, all that you are getting is opening up some panels and a cursory inspection, if that, its not an annual its a good old fashioned pencil-whipping. A real annual should take around 25-35 hrs of labor. As for what other folks have said, one of the pieces of advice I got from several aircraft owner friends when we were shopping for the Mooney is that "it doesn't matter what kind of plane you buy, it takes $10,000 in the first year to get it right." This was absolutely true for us and our first annual/year of ownership. And we have seen friends buy planes and have the same experience. If you haven't been doing maintenance between purchase and your first annual, expect the first annual might find some things that will cost you more than just the inspection labor time. Also another thing to consider is if this is your first year of ownership, finding a mechanic that will let you visit the shop during a day or two of the annual so you can learn more about the plane while it is disassembled.
    2 points
  7. Probably still has the original tires, since it's had so many belly landings
    2 points
  8. The pro panels makers I’ve seen Print powder coat onto the panel with what looks like a CNC inkjet printer. And then it prints clear powder coat over that.
    2 points
  9. I received a similar note shortly after buying my Acclaim. Contacted the sender, said, “No, thanks,” but helped him locate another Acclaim and arrange training with one of the great CFI’s here. He’s since moved on to a pressurized plane, but I struck up a great friendship that endures post-Mooney because he reached out to me. Quality planes are very difficult to find now, so I’m not surprised you got such a note, and if it were sent to me, I’d not be at all creeped out unless given good reason to be. YMMV -Dan
    2 points
  10. Also affecting it is the flow through the cylinder head, how the burn front propagates, hot spots in the cylinder head, spots of higher pressure in the head due to air/fuel mass flow momentum, how and where detonation (knock) starts, how the detonation shock wave propagates etc. It is a dynamic process in which not everything happens uniformly - like watching a creek or river, the water does not flow evenly - eddy currents appear. And although it is a vapor, there is still a momentum influence as the air/fuel mixture flow is started and stopped violently with each valve closing and opening - this creates additional dynamics of pressure and temperature that may not be instantaneously uniform. Safe operating ranges/conditions and the point of detonation knock are not all predicable without testing.
    2 points
  11. Be aware that a quote for an annual inspection is just to perform the inspection part of the annual only; although it may or may not include some of the customary maintenance done with every annual such as oil change, packing wheel bearings etc. you need to ask the shop or IA what is included beyond just the inspection. but the inspection will come up with a listed of squawks as well as any list you bring with you. All airworthiness issues will have to be corrected in order to sign off the annual and any non-airworthiness issues can be deferred at the owners option. Buts it’s all the maintenance on the needed squawks that you agree to repairing that runs up the bill to the many thousands of dollars. And it’s that final total bill for inspection plus maintenance that owners are referring too - generally not the inspection cost alone. But keep in mind nobody can predict what you’ll need and including the total bill before the inspection is complete. But any new owner should be prepared to have to deal with a lot of deferred maintenance by the prior owner that will keep your first couple annuals higher than average; especially purchases that might have seemed like a really good deal at the time. Sent from my iPhone using Tapatalk
    2 points
  12. I'm in SOCAL. Mine was $4K last year and I assisted and did most of the grunt work (R&R access panels, belly pan and cowl, cleaning, lubricating, etc). Took 10 days. Price included tires, tubes and brake discs, and a few misc repairs.
    2 points
  13. There is no problem that I am aware of using a GI 275 to drive a GFC 500. The issue is using a GI 275 as a required standby instrument with a G3X because the STC does not allow integrating the GI 275 with the G3X or GPS navigator. The GI 275 should be a good standby for a G500. With a G3X, the G5 is a better standby option. Skip
    2 points
  14. Happy New Year everyone! Today I flew to the Florida Keys to go fishing with an old friend. Nice day to fly Real ETOPS (Engine Turns Or Pilot Swims). I actually wore a life jacket on this leg with VFR flight following.
    1 point
  15. After talking with Bendix Technical support, I was told Bendix stopped selling the KLR10 in 2013/2014. Bendix had limited technical information but said the KLR10 was actually produced by Alpha Systems for Bendix. They gave me Alpha System's phone number. I went over to Alpha System's website. Our KLR10 is equivalent to their "Eagle" kit. They had much better documentation for installation and calibration. I spoke with (I think it was Mark) at Alpha Systems. He explained the operation and calibration procedure. He said the probe angle moves at 5 degree increments. He called this the "coarse adjustment". The calibration button sets the "fine adjustment". He said that based on the OAA showing the blue circle and yellow bar below (when it said "invalid set point") meant the probe was angled down too much, and that the probe tip needed to be rotated up 5 degrees to the next locking point, and reattempt the calibration again. I'm glad I spoke to Alpha Systems for clarification. In order to rotate the probe tip up, I had to increase the hole size that the probe goes through on my wing inspection panel at the front. I had to Dremel out about 1/8" material from the access cover at the front of the probe and rotate the probe up. (see photos). I flew the plane and it calibrated easily at the 1.3 Vs for OAA calibration. By the way, the choice for the probe location was in the right wing access panel. There was nothing behind this access cover that requires the removal of this access cover for the regular annual inspection. The only thing I would have changed would be to cut the probe hole NOT in the center of the cover plate. I would move the probe 1" left or right of center. At center, the front center screw gets blocked by the probe (see my photo) and will not allow the use of the center screw. Also, I'd shift the inside probe mounting flange as rearward as possible so when you remove that little bit of material in front of the probe (to allow the probe to be rotate up a bit more) the probe hole would not be so close to the front of the access cover hole (you can see its close in the photo). I'd prefer the front/back placement of the probe hole to look more centered in the cover plate. This AoA works great now. I'm happy with my AoA now. But Bendix no longer sells and supports the KLR10. Alpha Systems have continued to get better and have great upgrades, accessories, and support. If you want an AoA, I'd definitely choose an Alpha Systems unit.
    1 point
  16. For whatever it’s worth fixing the P-lead on the right mag seemed to fix the problem. Go figure
    1 point
  17. Attached is my new panel, and I love it, including the layout. The shop suggested pilot and co-pilot lemo plugs, which suggestion I followed. So glad I did. The only thing I don’t like is that I had to mount my phone in bottom left corner, and it is in the way of the ignition key. I’ll likely re-position that to far right. I use the phone for timing (Lab Timer) and backup checklist app (if you do not use Mira Check, check it out. A smart checklist (changes depending upon circumstances) is like having a co-pilot. I recently had an issue with my gear not going down. I hit two buttons in Mira and it immediately starting giving me audible instructions on what to do. Which makes me think of how thankful I am to have the 450B audio panel with Bluetooth to ForeFlight and my phone. I had same trouble with power trim not capable of full travel. They are working on it now.
    1 point
  18. I would like to add something current to the subject of Fuel Boost pump overhaul. I highly recommend Aeromotors LLC in Wisconsin. after studying these comments I sent my boost pump in from Florida (a Mooney Ovation). before sending I called in and was given simple instructions on what to do. Following those instructions my pump arrived at their facility on a Tuesday February 8th ...to my pleasant surprise it was back on my doorstep Friday February 11th, back in the plane and running the same day! you can't get any better than that! Thanks to Aeromotors we are back up and running for our trip on February 25th thru March 1st. We were pretty sure that trip would have to be cancelled due to the Boost pump. Big thanks to Aeromotors Theresa, and the staff at their facility. Also thanks to all who posted on this subject...Mooneyspace.com has been a wealth of information for mooney fliers.
    1 point
  19. No water on the dipstick so far. Thanks all for the input.
    1 point
  20. Before overhauling the servo, we hooked up a clear tube at the divider to look for bubbles and observed none. I ran it up to 2200rpm and saw the fluctuation happening, but my mechanic watching the tube saw no signs of air bubbles. Indeed, the behavior is the same on either tank. Anything else you would do to rule out the gascolator? It was of course open during the annual (found to be whistle-clean).
    1 point
  21. I got that one too Looked like it was hand written but then run on a copier. It went in the same place all the "car warranty" renewals and offers for "top dollar" on my car go
    1 point
  22. I like the MSC in Troutdale (Portland) but it’s not any cheaper than Top Gun. I like how Top Gun does the inspection, gives you a squak list and then lets you say “yes” or “no” to every item on the list. Very professional.
    1 point
  23. I've convinced myself that A&P shop rates are reasonable when compared to automobile dealerships such as Porsche or Audi (which typically charge more per hour than my aircraft mechanic). Take a Porsche or Audi to a dealership or auto body repair facility and get 30 hours of work done. You'll likely pay more than you do for your aircraft maintenance. I doubt the rates are much less at RAM, Ford, or Chevy dealers in SOCAL. Haven't had to get work done on my RAM .... yet.
    1 point
  24. It’s sad how expensive an annual is… but that’s the way it is in general aviation these days. It’s a rich persons “sport.” A very specialized industry working on relatively simple machines. I fear it’s only going to get more exclusive from here on out.
    1 point
  25. True - the charger is for the SureFly . My batteries stay up pretty well. Was not sure exactly how they were wired up. Charge well when flying... -Don
    1 point
  26. Just returned home from Wichita after attending the MAPA Pilot Proficiency Program at KICT in Wichita. There were ~15 Mooneys on the ramp in attendance. We had attendees from as far away as Pittsburg PA, and instructors from as far away as Massachusetts. The quality of the ground school and the flying instruction was outstanding. I only have 180 hrs in my Mooney and my instructor has literally thousands and thousands of hours in an M20K just like mine. I learned a ton of stuff that I did not previously know about Mooney aircraft and how to get the best and most performance out of them. My instructor Bud and I flew the VFR portion of our training on Friday afternoon. Bud has literally thousands of hours in M20K's which is what I fly. He gave me some great pointers on engine and turbo management while we were going through the VFR training which included stalls, engine out procedures, steep ascending and descending turns, etc etc We practiced short field and soft field takeoffs and landings in the Mooney When we returned to KICT we shot the ILS 1R Approach down to minimums and logged a night landing. Saturday was beautiful flying weather in Wichita so Bud and I took off using the soft field take off technique a little before 11:00. We were in contact with Wichita Approach during the entire IFR training flight. We flew all of our approaches 100% by hand. The only time we used the autopilot was in-route. Our first approach was the Localizer Back Course down to minimums on runway 31 in Hutchinson (KHUT). We executed a soft-field landing, taxied back for takeoff and got back in touch with Approach with a request for vectors for the RNAV 36 at 9K8 (Clyde Cessna Field). After a short flight we were vectored to final and flew down to minimums with a pretty stiff crosswind from 270 before going missed. On the missed we practiced the technique for a proper IFR climb out on missed approach by adding power, gaining positive rate of climb then gear up, half flaps up while continuing the climb and finally all flaps up. We flew the published missed approach with a couple of laps in the hold before contacting approach and requesting vectors to final on the ILS 1R approach at KICT. Flew the approach down to minimums again and then Bud let me do "just a normal" landing. It was great training and Bud offered some great guidance during the training. Saturday evening we were treated to a steak dinner with all the students and instructors. The food was great and the story telling was better! It was a great experience and I am certainly planning on returning for more training in the future. A special thanks to my instructor Bud, I really enjoyed flying with you and learned a lot, and a special shout out of thanks to Will Wobbe!! After dinner on Saturday evening we were doing what pilots do.... discussing airplanes. During our discussion he discovered that there was functionality available in my JPI 900 that I was unfamiliar with, so he went with me back to the airport so we could get in my aircraft and he trained me up on the JPI 900......and this was around 22:30 hrs. It is awesome to see the dedication of these instructors. Thanks to all and looking forward to seeing my new friends again soon!
    1 point
  27. I sent letters to every J owner within 3 states of me when I was looking. Did not yield my final result but it came close.
    1 point
  28. Carl over at Houston Tank Specialists has about 18 of the different versions of the gauges.
    1 point
  29. Your g5s are on a charger? That wouldn’t be normal unless you leave the master on?
    1 point
  30. That's a normal repair. AC 43.13 also shows how to use flush rivets and blind rivets in repairs. "Flush patches" are common and taught and practiced in A&P school. The SMM for my J model basically says to repair skin damage per AC 43.13 unless entire skin panels are to be replaced. That said, for a leading edge I'd check with an experienced sheet metal shop or two before proceeding, but I don't think this repair should be a Big Deal.
    1 point
  31. There's been a development! They improved that taildragger pretty quickly. I'm impressed by the changes.
    1 point
  32. You can’t do that. The detonation would happen in the 5 minutes. The power limitations you are talking about are thermal limits.
    1 point
  33. This what I made to straighten the leading edge. It is about two inches thick Delrin.
    1 point
  34. Sort of/not really Motors that can run 94 octane tend to have lower compression ratios, and thus their BSFC will be slightly less, but that's because of the motor, not the fuel. If you ran that same motor on 100LL, you'd presumably get identical mileage.
    1 point
  35. Drapo, You are always welcome to stay around! Drapo’s new ride… As seen from my iPad…. Best regards, -a-
    1 point
  36. The price range you state is if you do 100% of the work and the ia literally just inspects. This is what I do and pay. This only works if you’re an a&p or similarly field trainer owner. While Mooney service centers often quote $3500 or so that’s a perfect plane and the norm is $10,000 out the door. Non Mooney shops in California may be less.
    1 point
  37. I'm in luck; my old one is an earlier S/N and my new one is past the affected S/Ns, so mine aren't affected. I do notice, though, that on shutdown my old one usually indicates 99-100% battery and my new one typically indicates about 94-96%. I don't think I've ever seen the new one at 100%.
    1 point
  38. the normalize mode was first intended for the run-up to better see a rise in each cyl EGT; hence the desire to even out all the EGTs to look for a rise (good) or a drop (cold cylinder). The function turns out to be also very valuable in cruise, setting normalize mode after the engine has been set to cruise power and fully leaned. It’ll highlight any missing in cruise or any mixture anomaly like a partially blocked injector before you see a significant change in CHT. But throughout, absolute CHT numbers are what we want, rather than normalized, because we have real CHT limitations on temp unlike EGTs. Sent from my iPhone using Tapatalk
    1 point
  39. Another first for me. First time I've seen a composite four blade on a long body. This beautiful example was pulled into Dugosh yesterday.
    1 point
  40. Control checks just before takeoff save lives I personally watched a 707 rotate for takeoff and then abort (WAY beyond V1), taxi back in and the Capt said the rudder locked up on T/O As the airplane came from the hangar after overnight maintenance that morning I went in the hell hole and checked for rudder rig pins and what did I find? Rudder rig pins still installed in the system. The rudder pedals never moved from the hangar to T/O and were never checked by the crew. I might add a comment on trimming full nose down and parking that way. There have been many (and 2 at Stockton) that have run off the far end of the runway while trying to T/O with full down nose trim. Might not be the best idea to use for control locks and besides, it wears out the trim mechanism.
    1 point
  41. Cliffy- probably the most cost-effective option that actually looks decent is the Brother P-Touch. The one below costs about $35. The two tape options I use most often are Black on Clear, and White on Black. The key to make it look good is to trim as closely as possible around the lettering, otherwise the plastic tape will reflect too much light and be noticeable. Trimmed down (like mine, below) is a bunch of extra work, but worth it. You'll be out only about $45 total, and you can label stuff around the house until your wife tells you to stop.
    1 point
  42. Here's a picture! I think she looks really good for a 2001 paint job.
    1 point
  43. Welcome. I think main rule around here is “Pics or it didn’t happen,” so let’s see the 205.
    1 point
  44. Off PWK in the early AM with Chicago in the distance and the marine layer hanging over the lake (lake effect snow in progress). All the bizjets in the departure conga line were heading to St Thomas, Cabo, Freeport, Naples... Not me, though. Launched into severe clear and landed one hour later with the TKS on in solid IFR and blowing snow. Ahh, the joys of flying around the Great Lakes in winter...
    1 point
  45. In the last 7 years my mechanics have repaired the following leaks on my O-360-A1D. The tach seal leaked the most and was the one that took time to determine/find. Rocker gaskets - replaced the cork Tach cable seal on acc case. Not difficult to replace if you have the proper tool. Push rod tubes O rings - oil runs down between cylinders Oil fill tube gasket - replace the gasket but don’t over tighten Oil return lines Lower case half’s Oil quick drain (slow drip) Crank seal Those are the ones we’ve fixed. There are many other oil leak possibilities such as magnetos and dare I say case cracks to list a few. I have flown with a minor oil leak or two between annuals however I always determined the source as soon as possible after the leak appeared. Best of luck! Sent from my iPhone using Tapatalk
    1 point
  46. If this continues, it maybe the prop crankshaft seal. Typically an easy repair but the prop need to come off. The seal leak can put a significant oil mist on the cowl and windscreen with minimal oil loss.
    1 point
  47. On McCauley props, that usually happens when the piston starts leaking. It fills the hub with engine oil and forces it out the blade seals. No immediate harm, but you will have to get it fixed sooner than later.
    1 point
  48. Fellow aviators, Welcome to the Safety page dedicated to focusing on safety-related topics that will make us safer aviators. In order to do this, we'll need some ROEs, to follow shortly. I am the safety moderator and as such, I'll need your help keeping the threads in this section on point. Threads that drift from productive safety analysis to non-helpful conjecture, name-calling, etc. will be deleted or closed. The purpose of this section is to use facts, NTSB data, and eye-witness accounts to analyze Mooney accidents so that we can collectively learn and apply to all of us Mooney flyers. General safety article links, safety best practices, safety topics to discuss, are all highly encouraged. I will try to post a safety topics of the month for general discussion and Q&A. Thank you for being a part of this and please PM me suggestions or issues you see. We are better and safer as a collective group than as individuals. I look forward to our discourse! Sent from my SM-N950U using Tapatalk
    1 point
  49. mooney chaparral 1969 m20e serial #690069. 1578 ttaf, 242tte. recent annual 8/18. low time original mooney. this plane could be the finest near original mooney chaparral in existence. electric landing gear and electric flaps. take a close look at these pictures to see how magnificent this plane is inside and out. 90% original paint and interior. always hangered, very well i repeat very well maintained. logbooks are very complete and in excellent order. lasar mods, no damage history, and a new hartzell scimitar propeller. 1578 ttaf, 115 ttpsn, 242 tte, io 360aia lycoming serial # l6640-51a, kx155 nav/com, garmin gnc 300xl gps, kma 24 audio panel, narco at150 transponder, sigtronics spa 400 four place intercom, king vor glidscope. a must see. call anytime: john 727-470-1141
    1 point
  50. That is caused by a hardened blade O-Ring. Very easy fix. No need for a full blown O/H to fix that. I see 3-5 Props a month with that same Issue. Re-Seal is all that's needed to take care of that problem. Much Cheaper too!
    1 point
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