Jump to content

Leaderboard

Popular Content

Showing content with the highest reputation on 04/16/2022 in all areas

  1. Do what we all do. Take the close expensive one. Put the hangar rent on autopay, and pretend you don't remember the cost. You will be happy every time you go to the hangar.
    11 points
  2. OK - verdict is in $915. Over all less than I guessed. Most of all - no bent metal, no one hurt, and I came away knowing more about my airplane. AND I supported my local economy - the local mechanics did a great job. They mostly do airline work but its great in this rural area that they are here and ready for such things! E
    6 points
  3. yep, I love the VGs on my Ovation Frankly I'd even say that for 65- 70kts and would recommend an AOA system like the one I got from Alpha Systems to realize the full benefit. The combo makes it much easier/more comfortable to come over the fence at 65-70kts. With the VGs and a medium load my Vso is 51kts and Vref 65kts. Takes a little getting accustomed to and the AoA indicator makes it easier to accept that flying that slow is safe
    5 points
  4. 4 points
  5. Can't speak for anyone else but all that means to me in context is, "the airplane will climb well enough with the gear down for the initial stage of a go-around that you don't need to rush the gear retraction," not, "it has almost the same rate of climb with the gear as without."
    3 points
  6. Nice work 1980! What took so long for you to answer? Bum question… what part of MS haven’t I read? Some even multiple times… Like A64, you are going to find… I keep the conversation rolling during the lulls… Sometimes there is less meat to work with… I haven’t found insulting the input of others to be my best motivational tool… in this case… I haven’t taken the glare shield out of my O yet… lots of imperfect advice available on MS… if it was all qualified… the cost would be much higher… and fewer people would participate in it… kind of a catch 22 sorta thing… Challenges of crowd sourcing for the Mooney crowd? Happy Saturday, -a-
    3 points
  7. Took my battery panel off, took to an auto paint shop, scan the color, they mixed me up a 1/4 pint of matched white, and 2 blues. $25
    3 points
  8. Now you've gone and done it , what you say is true but good composite work has many advantages beyond aerodynamics. When designed properly (Not black aluminum) then putting large sections together can be almost seamless. They can be designed to be more robust than aluminum, higher load bearing at a lower weight. Think of NO leaking fuel at seams and rivets. But to get these excellent properties you need to do a lot of autoclave curing under pressure and high temperatures, which makes this method a little too expensive for GA. A good bonding job is actually much stronger and has lower stress concentrations than rivets. Unfortunately most shops have not been trained in the proper materials and process needed to ensure long-term bonds. This includes some of the problems Grumman ran into. So all my long windedness to say, . . . the great balance for small GA aircraft is flush rivets on a laminar flow wing. Maybe I did hear that somewhere . . . Go Mooney! Bob (former aerospace composites engineer)
    3 points
  9. YouTube video: Link to Aircraft Spruce: https://www.aircraftspruce.com/catalog/elpages/navstrobesextant45.php Company: https://navstrobelighting.com/ -Don
    3 points
  10. Blame it on the touchscreen and auto spelling changed! That's my excuse . . . .
    2 points
  11. I have seen board glass fuses in older stuff. Usually a last line of defense type situation. This one does not look blown.
    2 points
  12. M20R IFR go-arounds the way I practice them: In General: As stated in some of the posts above FLAPS-GEAR-FLAPS and most important stabilize (= AVIATE). In Detail: gently apply WOT, check prop & mixture full forward and prepare for high elevator control forces check heading, wings level, nose 8° over horizon (= attitude) check speed, flaps from down to T/O (this releases control forces) check positive rate of climb, gear-up, trim nose down & check/adjust attitude check speed, flaps from T/O to up, adjust trim check/adjust attitude, set heading bug & activate A/P activate & follow missed approach procedure on FMS/HSI communicate with responsible ATC read & do after take off checklist Basically its the sequence WOT-FLAPS-GEAR-FLAPS with applied priorities AVIATE-NAVIGATE-COMMUNICATE: The workload in this situation is very high so AVIATE has absolute highest priority. Just recently the German aviation authorities published the final report for a fatal accident of an M20K with experienced pilot in heavy IMC (RVR app 250m, VV000). He stopped descent at DA but unfortunately lost control during the go-around - very sad. You can download the full report here - its written in German though. If you want to translate some of the German text to a language of your convenience I would recommend using DeepL. BTW: for my O2 : when I apply the correct attitude (WOT, 8° nose up, wings level, cleaning up step by step) the aircraft will automatically stabilize at Vy (= 105KIAS) - just like magic.. Best, Matthias
    2 points
  13. Close! Pay the money and you will FLY your plane. 2 hours round-trip and you will find yourself flying less and less as the months go by. My hangar is 15 minutes from work and 15 minutes from home. After work, if the mood strikes me, I'll go for a short flight. That just would not happen if I was looking at a 2 hour round-trip drive.
    2 points
  14. They are slightly wider than Klixon but unfortunately will not work with the bus bar. They have an adapter that you could group the new switches into then expand the Klixon holes to make it work in a original panel. But the backend with all the electrical connections would need to be redone. In my case new panel and new CB panel will be the easiest. Even with having to do the bulk order of 30 switches they were just north of $800 so less than 2 Klixon. I’ll have extra locking and priming switches if anyone is interested in doing the same. Once the panel starts to come together I’ll post more pics.
    2 points
  15. In my E model, I normally land with T/O flaps. I only need to retract flaps to fly faster than the white arc (100 mph). Prop and mixture are already full forward. So…power up, pitch for positive rate, 95 mph and trim, gear up, flaps up, trim down, head for the missed approach fix. Then prop back to 2500, MAP to 20”, 120 mph or so, fly the hold.
    2 points
  16. Before we proceed we must decide / should we work the problem in radians or degrees?
    2 points
  17. Assuming you can afford it, I come down on the side of the closer more expensive hangar. I am fortunate to live about 3 miles from my airport. When I have a trip planned that is more important than just flying around or a $100 hamburger, I generally go to the airport and preflight the plane the day before. This avoids surprises like low tires or a weak battery that would delay my departure. Or I can plug in the engine heater if it's really cold. You didn't mention other factors which should go into the decision. You've only mentioned cost of the hangar and distance. You have not addressed quality of the hangars or their amenities. Nor have you discussed the various airports. Is there maintenance on the field? A good FBO? Secure? Runway condition, and is there more than one runway? All these things are important. If all else is truly equal, it is worth paying more to be closer, unless you so rarely use your plane that it won't matter. Jon
    2 points
  18. Ok - verdict is in. It was a microswitch gone bad. Apparently the gear motors are set up with a pair of microswitches on to tell the motor to stop when it is opening and one to tell it when to stop when closing. One of the switches had gone back - actually intermittent which makes the system go inop. On jacks the switch proved itermittent and you could put your hand on it and observe the problem by indicting the intermittent behavior, Overnight new part - install and now it works consistently on jacks. Airplane back in hangar - but no test fly today - winds were gusting to 55kts! Wicked windy. So I will call this the 1AMU repair (before I get the bill - guessing) - $5 part priced at $50 because it is "aviation quality" then $100 over night shipping a tiny tiny part and about 1K for labor. Just a guess.
    2 points
  19. Go Around before touching down is straight forward. What kills people more often (it seems) is go around in the flare or after touch down. Example, you're in a C206, M20M, M20TN, etc. ....big engine and heavier airframe. You touch down to fast and in a cross wind. Things get squirrely, maybe you bounce and start to porpoise. You add full power in a hurry because you are way behind the power curve and need to escape quickly. You've probably got a lot of nose up trim and in a heartbeat you are pitching up like a SOB if you aren't pushing down in a big way. Gear and flaps are not the problem. Order of events is not the problem. Maintaining directional control an pitch is the most critical phase of a go around, that's the problem to solve. On top of that is the startle factor...oh sh** I'm headed for the grass or bounced big. You've gotta move quickly and smartly.
    2 points
  20. Power, push, trim while maintaining coordination and directional control. Positive rate, then gear up, then flaps to T/O, then fully up. At some point during/after gear up communicate.
    2 points
  21. Just git mine back from Hector at Aerocomfort. Came out looking great!
    2 points
  22. There must be some differences between Mooneys, because there are differing reports of "climbs fine with the gear down" and not. My airplane doesn't climb worth crap with the gear down, and I've heard others say similar. Then you hear, "they all climb fine with the gear down". Mine climbs like crazy with the gear up, so I don't think it's a problem with engine power.
    1 point
  23. I do not believe my broker charged me a deposit. Although they knew I was flying down with another pilot and upon satisfactory flight and inspection was taking her home. He did insist than I sign an agreement I was responsible to pay any state sales taxes. If you are a buyer or recent owner make sure you understand your states sales or use taxes, annual personnel property taxes, and insurance costs.
    1 point
  24. I didn't see anything. I'm ordering new anyway but though a repair might be a suitable backup in a pinch. It's the power supply for my strobe
    1 point
  25. No but if you look at it you can see it's blown. It's in a hoskins power supply for my strobe
    1 point
  26. Radians make lots of sense because it makes calculus less of a nuisance. In radians, lim_theta->0 sin(theta)/theta =0 - which is a geometric statement that the vertical length of that right triangle is almost the same as the arc length of the circle it subtends, for small angles. In radians. because a unit circle is 2pi around is a length. But in degrees then you need to convert in that 2pi, so y=radians = degrees * pi/180= x*pi/180= f(x), y being your angle in radians, and x your angle in degrees. So that limit formula underpins the nice calculus derivatives for trig functions, such as d(sin(y))/dy=cos(y). But if you insist on working in degrees then d(sin(f(x))/dx=cos(x) *pi/180. Which would make doing calculus in degrees a major nuisance since you would be dragging around that conversion constant all the time. E.g. what about d^2(sin(y))/dy^2 but in degrees? Well thats -sin(x) (pi^2/180^2). Believe me - working really ugly calculus problems with trig functions - would be waaaaay more ugly in degrees and someone was very smart a number of years ago who decided to work in radians. I have no idea who did that but it was brilliant. So embrace radians. They are our friends.
    1 point
  27. Everyone just needs to calm down.
    1 point
  28. I haven't looked at the older models but the POH procedure for both the J and R are similar to all the other singles I have flown. Power and pitch to initiate a climb, flaps to an intermediate level, stabilizing the climb, and then cleaning up the rest - gear and remaining flaps. Stabilizing the climb is the most important piece. The event that causes the go-around may be sudden but the pilot response is measured. Since I fly multiple makes and models I don't see a reason to play around with that sequence which I have done with no problem in Cs, Js, and Rs. Mooneys, even those with manual gear climb just fine with the gear down. We tend to hurry the gear in a C because of the lower speed needed for easy retraction, but it will climb out just fine at 80. At the same I don't think gear or flaps first matters much in a Mooney. The flaps aren't all that effective and produce less drag compared with a lot of other airplanes, so if that's your choice and it works...
    1 point
  29. Plus you’ll more likely be at the airport for hangar flying and barbecues! I made the mistake of living an hour from my plane. Sent from my iPad using Tapatalk Pro
    1 point
  30. It's easy. @aviatoreb will be along shortly to solve this equation. :-)
    1 point
  31. One note is for ifr missed I find that students who add power and then pitch very frequently end up not climbing. The acceleration gives a tumbling sensation. I find that if you’re already at approach speed if you pitch first and then add power this issues goes away. At approach speed the momentary speed loss isn’t an issue.
    1 point
  32. Thanks Glenn (and others) for the advice. I've signed up for a full tank strip and reseal - in September 2022. That's how far backed up things are. Wing walk screw reseal as recommended for now. Avionics upgrade is scheduled for November 2022 - just an autopilot - nothing really extensive - and this is a shop where I had extensive avionics work on my Piper in the past so I'm a good return customer. Part of the labor of love for these "legacy" airframes is thinking, planning ahead and excepting that service availability will likely get more delayed over time as the new aircraft prices ascend further out of reach and the legacy fleet pie gets cut up into smaller pieces - I guess. Flying is so wonderful - a shame that it is so expensive. Mark
    1 point
  33. When I moved the last time, the only hangar I could find was a half hour away. My flying time decreased. Then we bought a house, and suddenly the hangar was an hour away--I hardly ever flew. Moved the plane to be 5 minutes from work and 20 minutes from home, it was very nice. Living at the airport with my plane parked at the house would be perfect! Except there are few options, none close, and so many seem to be full of million dollar homes . . . .
    1 point
  34. Long-time Mooney owner and CFI, Ed Morris went west this last week. Several people on this forum have probably flown with Ed at some time over the past few decades during MAPA safety clinics. Ed owned a J-model (N555ED) for over 30-years and a C-model prior to that. With over 38,000 hours in various aircraft, he was a walking encyclopedia on aircraft performance. He was also one of the few people that flew as aircrew in the B-58 Hustler (Mach 2). Aviation has lost a great asset and he will be missed by all who knew him.
    1 point
  35. yes, the smaller ones. big bags are typically 20 or 22#.
    1 point
  36. I too suggest Aeromotors. They have done two pumps for me in the last month and both were turned around quickly. It's kind of a unique process, you ship the pump to them with a check and return shipping label enclosed, they perform the overhaul, and use the shipping label you sent them to send it back. The pump arrives back on your doorstep with not a word of communication.
    1 point
  37. Thanks, I was able to get a rebuilt 40295. I’d previously ordered an LW-15472 but it is about an inch taller — I’m assuming it would fit but that space is so tight for the accessories that I figured I’d be better off sticking with the short one. The engine is off (because of a cracked engine mount) so I’m going to replace the hoses now as well.
    1 point
  38. Maybe it’s just me, but it seems odd to install a 21st century audio panel and then connect it to 1980s avionics.
    1 point
  39. Any stop for sushi after the flight? fuzzy memory check… -a-
    1 point
  40. You declare a Pan Pan for a “minor emergency” They know exactly what that is, and they will give you priority handling and be watching out for you, They will be prepared for it to get worse https://en.wikipedia.org/wiki/Pan-pan
    1 point
  41. I wouldn't mind owning a Tiger, if it was given to me by AOPA.
    1 point
  42. I don't know about you, but I would be so embarrassed if I showed up at a pancake breakfast in my special turbine bonanza, and then two other same airplanes showed up.
    1 point
  43. Let me say this about that......................as mentioned in another thread, we are human and we are flawed, and we make mistakes........businesses included. There is probably no business that operates perfectly all the time. Those that run perfectly most of the time are generally run by smart honest transparent people that take great pride in their product, customer service, etc., as they strive their best to please all the customers, all the time. Having run a successful business myself for many years, it's impossible to please all the people all the time, as hard as one might try. With that said, those businesses [and people] that normally operate honestly and perfectly, there can be an occasional hickup along the way, resulting in an unfortunate unfavorable review. And then there are the others that deceive and mislead and are experts at getting away with it. The adage............you can fool all of the people some of the time......................
    1 point
  44. [mention=8091]nosky2high[/mention] You know, you can still fix that lapse of judgement and delete your post - see ellipsis upper right corner of post. Sent from my iPhone using Tapatalk
    1 point
  45. @atcraft paint inc Thanks for taking the high road, although I'm sure that the two page essay would have been an interesting read. @NotarPilot I will admit personal bias on this post. I've owned a small business since I was 19 and there are a couple times we have bent over backwards to do what it takes to make something happen, only to get bashed after we did everything we possibly could have. I don't believe that "no good deed goes unpunished", but sometimes it can feel that way from a business owner's perspective. So anyway, after seeing that they pulled together to get it out when you needed it and honored their price, and still got what felt like a "bashing", my empathy for the other side kicked in. Once you get it back from annual, with everything that's been done the past few years, you should have a beautiful airplane to fly for years to come. Best wishes!
    1 point
  46. Hello Pilots and Aircraft owners. I understand these platforms have been created to share information to help each other out. I just want to say there is two sides to every story, but for me and the Art Craft team this case was a learning experience, that we will use to provide better customer service for our customers. Every aircraft comes with its own individual set of challenges ranging from dealing with customers who have neglected their aircraft to missing rivets to extreme corrosion in some cases. Unfortunately it always falls back to being the shop's fault. Art Craft's practice is to purchase the parts and materials per project upon arrival of the aircraft to ensure that should a delay occur or cancellation is made we are not left with unnecessary purchase of parts or materials. Art Craft has an open policy, customers are always welcomed to provide their own parts. Unfortunately in some cases our hands are tied, situations are out of our control and we try to make the best out of the situation we are handed. Before Covid, the painting and aviation industry business practice had a different challenge, now it is event worse. I would like to ask anyone that has a need for paint, interior or window replacement be prepare to pay more than the cost before covid due to the raw material shortage all around the world as well as the experience labor force being very limited now and it is very difficult to hire people that want to work. Also the price on the interior supplies have increase up to 300% and the paint 40% more. The labor has gone up 25% higher. This is a crisis all over the world. My apology if I can't financially support other peoples aircraft refurbishing needs. And for me to respond to @NotarPilot complaint I would have to write a two page essay response. If anyone from this platform would like to get any information in regards to their aircraft please don't haste to contact us, my team and I will be more than happy to answer all the questions you may have. I personally have over 30 years experience in the Aviation and Paint industry, I can bring a lot of value to the table. At the end of the day I am here to provide a service with quality results and everyone at Art Craft needs to get paid. Let us turn your Aircraft int ArtCraft. " Aviation is my passion. My job pays my bills."
    1 point
  47. We've heard one side of the story. When three people observe a car accident all three of them have different versions of what happened and then there's what really happened. The airplane had to be finished before the annual was due. It was. They were expected to do a quality job on the paint job. They did. Even though costs had gone up since the estimate and the customer delayed a few times in bringing it to them, they ended up honoring their price. There are shops out there that would have failed on one or more of these points. In retrospect this is probably one of those jobs they wished they never had. Were there challenges along the way? Yes on both sides. I'm sure there are frustrations on both sides, but bottom line the airplane is finished, it looks great. There could have been a much worse outcome on this. I've seen some pretty lousy paint jobs that took twice as long as they should have. A good twist on this post could have been - "Hey, even though there were challenges, the shop pulled together, did a great job and got it done when it had to be done for what they originally quoted and I really appreciate that. " I didn't see any of that.
    1 point
  48. Just like the average house, the 'peak demand' is on the decrease. Just replace your landing light with an LED and you've knocked 10-20A of your peak demand. To use the 70A of the plane power you need 2 things: 1) wiring and CB in place to handle 70A 2) the ability to load over 60A. I can do this on my Seneca with dual heated electric props, heated windshield, 2 x 100W landing lights etc. But I have 2 60A alternators so I only need to pay attention if one alternator is out. Now I have 2 LED landing lights, avionics that draw less current so its even less of an issue. What does your electrical load analysis show - I would say its hard to need 60A, never mind 70A in a Mooney? Aerodon
    1 point
  49. A lot of places have overhauled exchange. They send you an overhauled alternator, you send them your old one when it's out. No downtime.
    1 point
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.