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Showing content with the highest reputation on 04/10/2023 in all areas

  1. Gents, This is an MSer offering a Mooney up for sale… Let’s try to stay positive about pricing and plane descriptions for other MSers selling their planes… We want people to be comfortable listing their Mooneys for sale here… Most MSers with a plane prefer the higher prices… MSers that haven’t bought their plane yet already know how to negotiate… I love Jimmie G… (we go way back…) But, people have been ‘over’ upgrading their planes since Big G went touch screen and started installing GFC500s in everything… It is very easy to sell a complex panel, with a free plane attached to it… Sure… It could be a market top… Or… we could be waiting for a really long time for the recession to actually happen…. Recessions are nice for buying planes… but nobody has the confidence to buy one then… that’s what drives the price down… Do your due diligence… Then start that conversation with Ross… Let’s see… Beautiful looking M20J… Not many others around for sale… I’d be asking for more pics and log copies… Ross, What’s next for you? Best regards, -a-
    5 points
  2. Hmmm, in over forty years of flying I can honestly say what was on my feet NEVER crossed my mind! MS always amazes!
    4 points
  3. I wear the same shoes as Usain Bolt, they give me 2 more knots.
    3 points
  4. Not an MSC but a SUPERB shop is RPM Aircraft Services at KGAI. Our very own Byron (JetDriven) here on MS.
    3 points
  5. In the past some starstruck Designated Pilot Examiners may have relaxed their standards when it came to check rides on celebrities. Legend has it that Lassie was type-rated in a Lear 24
    3 points
  6. Guess which route I would suggest?
    3 points
  7. Pilots / owners aren’t informed, and that’s understandable as they aren’t in most cases aviation professionals, for the majority it’s a hobby. Then some high profile person who has a following in social media etc writes an article and suddenly everyone is talking about it Sometimes this leads to let’s call it misinformation where they hear of something from a professional who has a financial interest and what they hear is skewed towards what they want to hear as well, that increases the money the professional makes or maybe just increases their popularity, popularity is a huge driver, not just money. So be careful, be sure you read the FAR yourself, carefully. Usually I have to read one several times as I’m not a lawyer. The FAA isn’t out to “get” any small airplane owners, there is very little public endangerment from owners of Private aircraft and the FAA recognizes this, but every now and again they have to come out and growl to try to put a leash on something when they are led to believe by a complainant that a policy is getting out of hand. Often said complainant also has a financial interest, so the FAA is between a rock and a hard place. Often unless the FAA is made to take action other than the growl, nothing happens. To actually take action requires a shed load of work for the FAA and frankly most often they had rather not do the work, that’s why if you want something from the FAA, particularly in a timely manner, do all of their work for them, this is why DER’s DAR’s and IA’s exist. Make an official complaint and the FAA has to address the complaint. As an owner if you register a complaint against an A&P, they WILL get a visit from the FAA, not saying they will be drug off in handcuffs, but the complaint will be investigated, and the results of the investigation will be filed with the complaint and I assume as the complainant you are advised of the results, but never having made a complaint I’m not sure. The FAA has continually expanded the liability and responsibility an owner can take upon themselves in the maintenance of their aircraft. Used to be (many years ago) a pilots liability pretty much ceased in how they operated the aircraft, anything broke and the A&P was liable if something was incorrect, now how the pilot / operator have had it maintained it is more in the spotlight too and you can see that in the regs. Take an OPP for example, you produce a part that later after you have sold the aircraft and this part fails and it could have attributed to an accident. It’s possible if a lawyer gets involved AND you have significant assets that you may find yourself in court, defending those assets, even if your part was clearly superior to the PEM part. My opinion is the likelihood of that happening is proportional to the size of your assets As the manufacturer, YOU are responsible, not the actual producer etc. Other than laziness it’s one reason why I’m not likely to ever build an aircraft, although it’s my understanding that it’s pretty much unheard of for the manufacturer of an Experimental aircraft to be sued, perhaps it’s because of the big experimental placard? Any reasonable pilot has to know it’s was amateur built, but it’s not hard to argue that a buyer wasn’t aware of OPP’s?
    2 points
  8. One thing that has changed is the shortage of A&Ps, especially for GA, and this is also aggravated by parts shortages/supply chain issues. So keeping things airworthy has become more challenging, and the FAA seems to recognize this.
    2 points
  9. Picture should be fixed now, thanks for pointing it out. This is my second Mooney, and I'm commercially rated on single and multi-engine and a CFI with ~1,750 hours. I'm not stumbling into this, I am specifically looking for a fast, turbocharged aircraft with anti-ice capabilities. And I fully understand the limitations of the TKS system on this plane. This won't be the fastest plane I've flown, but it'll be the fastest plane I've owned.
    2 points
  10. My POH says to check the gascolator drain for leaking during the walk around and then drain it later after entering the cockpit. I've never been comfortable with that because it seems more likely to leak if something gets caught in the drain during draining. So, if the airplane has been outside in the rain, I drain the sumps first and then drain the gascolator and then get out to make sure it's not leaking. If it's been in the hangar, I drain the gascolator first and then the sumps. I've never seen any appreciable water in the tanks from condensation and you have to get a LOT of water in the tanks to reach the level of the pickups where one might draw water from the tanks into the lines by draining the gascolator first. I generally start up on the lowest tank and switch to the fullest tank during taxi to ensure that both tanks will feed the engine. And, at annual I put a hose on the fuel tank vents and blow air from my lungs (to avoid over pressurizing) while spraying soapy water on the caps to make sure that the o-rings are good (especially the center shaft o-ring where water can collect). I also lube the big o-rings with petroleum jelly and the shaft with Tri-Flow every oil change. But, that's just me. Skip
    2 points
  11. I am glad you enjoyed the breakfast. I actually back taxied and parked between your plane and the Ovation that followed. I walked those guys into the breakfast and showed them where to get tickets. Had to go, but it was fun to check out your plane. I have a picture of the three of them parked side by side. Next time, I'll post a little more in advance to hopefully get a few more Mooney's to come.
    2 points
  12. 2 points
  13. Others will have more specific engine recommendations, but my advice would be to get a good prebuy, budget for an overhaul, and fly the heck out of it. I ran an O-360 to 2500 hours before overhauling purely because I was getting superstitious about borrowed time. The engine never ran better after the overhaul than it did at 2500 hours, and I sort of regretted not waiting until it was making metal. Unless you’ve got a flight to Honolulu planned, I can’t think of any reason not to buy it and fly it if the price is right.
    2 points
  14. Surprised the best flying shoes haven’t been mentioned Cmon guys it’s a Mooney. You hardly ever need to use those pedal things anyway.
    2 points
  15. This was explained to me by the FAA inspector at the IA seminar last month. I couldn't believe what I was hearing. He said I could use a Gates belt instead of the Lycoming belt and I could use Timken bearings from the Auto Zone. I thought I was dreaming!
    2 points
  16. It's coming together... 10.6" G3X 10.6" G3X GTN 650XI GNX 375 GFC 500 GMA 345
    1 point
  17. EAA reports that the FAA has approved off-the-shelf replacement parts for non flight-critical systems under the new Vintage Aircraft Replacement and Modification Article (VARMA) process. They define "vintage" as aircraft manufactured before 1980. Article here. From the article: Notably, VARMA uses several existing FAA policies to create a program that requires no new regulations, orders, or advisory circulars. It applies to small (less than 12,500 pounds) type-certificated aircraft built before 1980. The program allows ordinary maintenance personnel to validate that certain low-risk replacement parts are suitable for installation on aircraft, without the need for extensive engineering analysis or complex and time-consuming design and production approvals from the FAA. This is good news for vintage aircraft owners.
    1 point
  18. we were holding for departure for a 6 hr flight to hotsprings sd when i went through the preflight run up etc. On mag check the RH mag failed completely, not even a sputter out of it - which was strange bc i checked the mags during taxi at low rpm like i normally do just to see if they are throwing sparks, and they were fine. We notified the tower of the mag issue and taxied back to do a little looking. I suspected the key switch as the culprit but when we did continuity to the p-leads in the rh, lh and off positions everything checked out. We then disconnected the p-leads on the rh mag and did a run up - everything was smooth on the rh mag. We then took a look at the p-lead on the rh mag and noticed a little bit of shielding sticking out of the connector - we removed the connector and installed a new one and reconnected the p lead. During the run up everything was as it should be so we put the cowl back on and went to sd. during the flight we were discussing the mornings events and it was recalled that when we were doing the continuity check on the switch that there were a few times that we got intermittent ohms readings which was thought to be when the meter lead was touching the p-lead and the piece of shielding sticking out of the connector - it was determined the shielding for the p lead was grounding out on a braided plug wire. i had the mag rebuilt last week just to eliminate any potential issues which may have been intermittent and not addressed.
    1 point
  19. I see a lot of reason to do your PP in rental aircraft. I see a LOT of reason to do past solo in rental aircraft. Learning to land in a Mooney could be not so great for your airplane.
    1 point
  20. That sounds good looking at the panel from the pilot's side, but I would discuss this with an installer familiar with Mooneys. The Mooney radio stack is built up on rails and the trays for each unit are riveted to the rails and then the rails are riveted into the structure. It's a whole lot easier to remove everything and build the new radio stack on the bench including the cable harnesses and then install the stack and connect the wiring to the other panel units.
    1 point
  21. Besides what @Ragsf15e pointed out, you’d have to check the STC. Garmin probably requires that the G5 be the primary display and it might have to be located where you want to put the Aspen.
    1 point
  22. Well I have a Tks rocket now for about 12 or 13 years. Love it! Feel free any questions public or pm my experiences ownership or pilotage. e
    1 point
  23. I definitely wouldn’t do that. Then your primary autopilot indications and flight director are on your backup adi (g5) and not on your pfd (aspen). The aspen and the gfc500 have limited or no interaction.
    1 point
  24. Better check those factory reman prices. Just went through this, reman was not significantly less than new. About 7000 difference for which we got all new parts and accessories. Also, order well ahead. Delivery has been about 11 months. Then the swap happens. It’s not a week. Among other things you are going to want to have the engine mount inspected and reman’d, which means taking it off and sending it somewhere, and they have their shop delay. More like a month. You are probably going to want new baffling if the engine is old and the baffling has been on for awhile. Lots better than being down for several months because of an OH, but still, not short times nor cheap.
    1 point
  25. Without the compass valid I believe it will pass pft, but when trying to select a lateral mode it will not allow it. With the heading flag in view it should not allow any lateral modes. If the system is engaged in a lateral control mode and you loose the compass valid the system should disengage. It will allow you to engage with FD and a vertical mode but you will not be able to select a lateral mode.
    1 point
  26. Communicates with device and negotiates the charge rate. You can get dumb USB-C that is the same as USB-A with a different connector.
    1 point
  27. Correct, you probably need to get about 1.5 gallons of water (amount of unusable fuel) which is why you’ll never find water in it unless your fuel cap was leaking badly or left off. I religiously drain the fuel tanks, even if hangared if not for water but other heavy debris in the pumped fuel, the gascolater only after finding water and refueling.
    1 point
  28. If its a school plane and its not the instructor on the radio, stop before that taxiway or land past them
    1 point
  29. Not everyone is a baller and a high roller. Much as I dislike brand G, I can’t arm wrestle with my favorite flight instructor. Sent from my iPhone using Tapatalk
    1 point
  30. Not for anything, but i love the OP's paint scheme. When it comes time to repaint my 75 F, I'd seriously think about going retro with that scheme...
    1 point
  31. I've been told on the radio that my LED landing light, LED belly strobe and incandescent red & green wingtip lights show up really well at night. I have a video getting night current so my wife could ride with me, but it's not posted anywhere, maybe I should?
    1 point
  32. Me, too, but it comes from having the landing light on all the time. But mynhabit was set with an incandescent landing light. Gear down abeam intended point of landing. Check green gear light. Turn base, confirm airspeed, check green gear light. Turn final, confirm airspeed, check VASI / PAPI lights if available, point at floor indicator and make sure it's green. Adjust flaps, throttle and yoke to land at desired point, preferably with the stall horn sounding.
    1 point
  33. @MisfitSELF, this is what LED belly strobe looks like in daylight. I was unaware that my wife was taking pictures this afternoon.
    1 point
  34. Because I had nothing better to do today I looked at the electrical schematic diagram for your plane. It looks like you have a four conductor shielded cable running from the nav/strobe switches through some connectors to the strobe power supplies and nav lights in the tips and tail. This is sufficient to wire the new lighting. The red wire is for nav, black is ground, yellow is strobe, and green is spare (please confirm this in your plane). If you are only replacing the wingtip lights and keeping the tail incandescent/strobe, the GEAR DOWN annunciator will dim properly with the nav light switch. If you are replacing the tail nav/strobe with LED you will need to wire a relay or other device to the GEAR DOWN return line in the annunciator or else live with a permanently dimmed and unreadable in daylight GEAR DOWN light, not a good thing IMO. You can wire the new lights using the red, black and yellow wires but the strobes will not be sync’d. You can use the green wire to sync the strobes but that would require jumpering them together in a connector behind the panel. I have no idea of the difficulty of doing that.
    1 point
  35. Note for @wombat Same issue with the pic here too. See additional responses above… M20Ks are popular second Mooneys… People don’t usually stumble into Rocket ownership… They are very high on the want to have Mooney list. Tremendous HP to weight ratio and ability to climb into the FLs… Rocket Engineering did a great job with their completeness… excellence in documentation… note: Use extra caution if you are a low time pilot looking to buy your first plane… The environment these planes operate in is above and beyond the usual first time ownership, under 100 hrs, kind of plane… Nothing wrong with the plane… PP thoughts only, not a naysayer… Best regards, -a-
    1 point
  36. That's what my clamps look like. New lock washers too.
    1 point
  37. If you want to fly…buy a plane with a low to mid-time engine and a panel you can live with for the foreseeable future….otherwise plan on 6 months for a panel upgrade or an engine overhaul.
    1 point
  38. If you do LED all around, the tail light may need 1 or 2 wires run. The tip lights already have 4 wires (strobe, nav, and separate grounds). You need a minimum of 3 wires (strobe, nav, ground). The 4th wire can be used to sync the strobes so they flash together. The stock tail light on my 252 is only a strobe. The rear nav lights are in the tips. If you want to have the tail be both, you need to run 1 wire for the nav. And if you want the strobe synced with the tips, you need another wire. Strobe power supply can be removed for a slight gain in useful load. Landing/taxi lights are simple. I am doing the LED strobe/navs shortly. Also adding a beacon, as my plane does not have one.
    1 point
  39. True but it’s trivial. The additional costs are overstated. All airplanes are (or should be) on jacks for annual. Anyone who’s done a preload check knows it takes less than 20 mins all in. Figure an hour at annual for swing, lube and preloads. In today’s hard insurance market, annual insurance premium is a little over 3% of hull value for my F. It used to run as little as 1.6% of hull. The CS prop adds to the costs as well but the difference is trivial over 2000hr. I’m sort of glad that vintage Mooneys have been misrepresented in the GA fleet as cramped and poor load carriers. It keeps them accessible. There is no certified airframe that offers the performance of a box stock C model and requires so little in return in terms of mx and insurance. Especially those with manual systems. Every gear and flap cycle gives the owner tactile verification that everything is functioning as it should.
    1 point
  40. Record the state of the failure, any flashing lights, what part of the system is INOP. There is a trim fail light in the bezel of the flight computer. During PFT test the trim light will flash 4 times. If the regulated trim voltage is missing you will not get any flashes during PFT and it will have constant flash at the end of the test. KC192 manufactured from 1991-1998 have issues with capacitor leakage and can cause some weird intermittent issues. They tend to fail when they are thermal cycled, they will work when cold but tend to fail when the unit has been running. m20 j kfc 150 interconnect.pdf
    1 point
  41. Thanks, @Justin Schmidt, I'll shoot you a PM! Good point, @carusoam, hope to see some events soon. I read up on prior events and think the Mooney-specific training some fly-ins offer would be great for me too.
    1 point
  42. When I was getting my E back in the air there were slight marks on both caps, A&P said he’d seen it multiple times
    1 point
  43. 1 point
  44. It’s a sign… Even the FAA is down with OPP!!! - Naughty By Nature (for the full lyrics…) -a-
    1 point
  45. In Mooney speeds, I would take it to KGAI and have Byron do the inspection. But before that, have him take a look at the logs. He saved me the cost of a couple of pre-buys with a log inspection
    1 point
  46. Sorry I don’t know anyone in that area, but in my opinion your wise to turn it into an Annual if after looking at the worrisome bits it passes the pre-buy. Look real, real hard for corrosion, most other things are nickel / dime by comparison
    1 point
  47. KDefran: Thank you for posting all your issues and troubleshooting with your glide slope. This thread enlightened me on how to attempt to correct my own glide slope issue.
    1 point
  48. We live in challenging times and it behooves us to deal with these challenges and come out with our integrity and our businesses intact. As a business owner and aircraft owner I can see both sides of this discussion. I will say that as a result of Covid and the supply chain issues that the world is experiencing, I think @ArtCraft held up their end by getting the customer his plane on time. The customer here seems to think that he has been treated less than good because he did not get good communication. Ok, that's fair. I personally think that expecting the vendor to hold their price after 15 months is unreasonable, particularly during Covid. I had a contract with one of my vendors to deliver a certain quantity of a product for my business. When it came time for the vendor to send me the product they contacted me and told me the price had gone up 30%. I protested and their reply was "If you don't want it that's OK, we have plenty of other buyers. Now, who was right legally? I was of course. If I did not like the price they wouldn't ship the material. From a legal standpoint the contract and its verbiage is all that matters. From a standpoint of let's not be douchebags and try to work through a difficult situation @ArtCraft seemed to be very reasonable. The customer on the other hand, not so much. The customer has blasted the vendor on 3 separate internet forums basically doing a hatchet job. Poor form, in my opinion. I would have at least split the difference on the increase in the cost of materials. For the customer to expect the vendor to buy the material 15 months in advance in order to stave off a price increase that nobody expected is ridiculous and shows a complete lack of understanding on how business' operate.
    1 point
  49. I flew my Mooney around the country, visiting probably a dozen states or more, for three years before getting serious about IFR. Knuckled down and flew with the CFII regularly. As an airline pilot, she was surprised at my level of control with simulated instrument and gage failures, but it was from 300+ hours VFR flying in my plane. There's nothing like experience and familiarity with the plane when trying to figure out instrument procedures! We flew approaches at 90 knots / 105 mph, just like the revered 172. The difference was only that I could go faster if I wanted to, and I climbed quicker on missed approaches. Oh, and I enjoyed it a lot more, and everything that I did applied directly when flying my own plane, because I was flying my own plane.
    1 point
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