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Showing most liked content on 11/21/2017 in all areas

  1. 2 points
    I hit send on my previous message before finishing the thought- but you read my mind! edit: the prize is I get to spend more money on fluid.... great. Hah!
  2. 2 points
    Today's trip to Bahamas. Great Harbour Cay - Big Whale Cay - Bimini. I didn't feel like editing tonight.
  3. 2 points
    After three weeks of no flying due to weather and back breaking honey does to get ready for winter. Two full weekends of cutting fire wood and hand splitting it made me feel my age. But six loads in we should be warm for the winter Saturday we got to go for a real flight to Troutdale to see family. I heard Mooney 06W on frequency and had a fighter jet fly under me on his way to McCord. While we were at KTTD an A5 came in and got to talk to the pilot and get up close to it. It’s pretty cool looking. But she said it takes two fuel stops to get to Seattle from northern Cali I stick with the Mooney. Sent from my iPhone using Tapatalk
  4. 2 points
    Alright, guys. Sorry it took so long but we finally fixed the problem We first balanced the prop. It was at 0.5 IPS and we got it down to 0.02 IPS which made a big difference in the ride but did not fix the issue I also had a small static leak of 250 ft/min. This was fixed but did not correct the problem Finally we replaced shock mounts which did the trick. A few confounding factors, but finally got to the bottom of it. Thanks for all your help.
  5. 2 points
    Great investment. I leave mine on all the time. I can’t get a straight answer though to the life expectancy of it. Make your second upgrade to be shoulder harnesses if you don’t have them already. Sent from my iPhone using Tapatalk
  6. 1 point
    Nice looking bird! Is it true that you only see 150+mph @ 10gph? If I were shopping for an F and the owner claimed ~130kts on 10gph (70%ish power), I would be concerned about why.
  7. 1 point
    If you re-weigh, I guarantee the little things will add up to 250 lbs.
  8. 1 point
    @xcrmckenna Not sure about the other places.... but, The 'key' numbers are printed in the PPP training manual (?) That is a handout when you take the PPP course. With a little thought process a Mooney pilot can generate a few on his own... Take the known power settings from the POH. Use the MP and rpm/100 added together.... know that 1” of MP can be subbed for 100 rpm Two sets of key numbers that get used often are 65% and 75% BHP... Rough example: If your POH says 65% bhp is 20” and 2600 rpm... 65% bhp can be found at a key number of 46. And can be estimated to work for other pairs like 21”, 2500 and 22”, 2400 And 23”, 2300 etc... That is as good as I can get working from a fuzzy old memory... verify you numbers against your POH... it should make sense. If it doesn't, don't use this method alone... The PPP is a great training and weekend event if you get the chance... PP thoughts only, from old memories, not a CFI... Best regards, -a-
  9. 1 point
    Last flight for this year's annual. 175 hours in the past 12 months, and that is with 4 months of downtime due to random MX, I probably could have eclipsed 250 if I wasn't grounded so long. A whole lot of laundry list is in the works for 44U, stay tuned as we start next week! Not a bad tailwind today at 6500! Laundry list for next week: Standard annual inspection Comply with reoccuring ADs Replace halogen wingtip nav lights with Whelen Chroma-series bulbs Install LASAR landing light lens Strip & recover wing walk Remove wheels and send for powdercoating Install new tubes & tires Reweigh airplane for new W&B (17 years old, GULP) Rebuild fuel selector Replace cowl flap handle Install basic clock (IFR) Replace ELT battery Change oil Change air filter Clean and ohm test plugs IFR recert I'd REALLY like to re-rig the airplane because if you let go, she will go into a 20 degree bank to the right after 10-15 seconds. I have to fly by resting my left hand on the yoke to hold straight and level. But I'm lost on how to go about doing this.
  10. 1 point
    I bet he’s flying exactly what I’d be “flying”.... and by that, I mean riding in the back of a G650 sipping Bourbon.
  11. 1 point
    Well I missed my one year anniversary of first flight, with the plane down for almost 2 months for final bodywork before sending to my painter in Tennessee. He now wants a couple long trips on it and then bring it down to him. My poor wife spent another period of me doing ridiculous hours trying to get it flying again. This is NOT a plane you want periods of time not flying. I was definitely not as comfortable today as I was when flying 20 hours a month. No flight photos but a few shots of the areas needing work after 165 hours of mostly pressurized flights at Mach ".53". The flap gap seals and NACA scoop servo controlled door are new "speed mods". Tom
  12. 1 point
    Well there are the boys at fed ex driving those TKS caravan's that say they use a drum or two. And the Canadian mounties air patrol. But Mooneyspace - I think you win the tks prize. I'm good for 15gal a year - maybe 20 incl the summer time purging. I should be buying 30 gal drums eh?
  13. 1 point
    That's my only complaint about the crank handle. It's in the worst spot.
  14. 1 point
    A lot of people will fly to KZPH to buy the cheap gas from KCLW, and since this is the only one that went down, I doubt if it was fuel contamination at KZPH. This will put still more heat on KCLW to close it I am sure. Keene rd is just to the west of the airpark, and for him to chose it for a landing spot instead of the golf course makes me think the mech issue is after takeoff from KCLW. Another engine issue on takeoff? Happens way way too often in our bullet proof, ultra reliable Lycs and Contis'
  15. 1 point
    I wonder if there are enough tks users close to me at KSAC...say Petaluma/Santa Rosa/Bay Area to split a 55 or 30 gal barrel...I have a couple empty 5 gal tks containers...so 10 gal would work for me..
  16. 1 point
    I was (not) lucky with this. My 5 kids decided to follow their mom’s path and did not like going to school. It did not cost much in tuition but I am paying back now having to co-sign mortgages. Yves
  17. 1 point
    While you have the engine off are they going to flush or overhaul the oil cooler? Also I’d have them replace the four bolts that hold the engine mount to the airframe. Clarence
  18. 1 point
    They do great work.
  19. 1 point
  20. 1 point
    Mine is finishing up his graduate work in April. I just hope that light that you speak of isn't a PhD freight train.
  21. 1 point
    And, when installed as an HSI, the G5 can do double duty as a backup AI. If your primary AI fails in flight, you can change the HSI into a battery backed up AI.
  22. 1 point
    If you are talking about instrument approaches, my rule of thumb is to be below gear speed before I hit the first fix (or transition fix) on the approach. That would be 2300 RPM/20" which will give you about 120-125 KIAS or so. I like to be below flap speed prior to the FAF. For me that's about 2300 RPM/15" which will give me about 100-105 KIAS. Keep in mind that you may need the gear down well before the FAF depending on the approach. There are MANY approaches with step down fixes prior to the FAF that require significant descent angles. If you try to do that gear up, you may need idle power (and the gear horn) to stay below gear speed. If you keep the gear horn off (recommended so you don't get used to it) you'll need 13-15" of MP and the airplane will accelerate to above gear speed. A rule of thumb I use is 200'/NM. If I divide the altitude loss required by the distance between fixes and I get more than 200'/NM, I'll need the gear down to make the descent and stay below 130 KIAS. I start at the FAF and work backward. I find the first segment that will allow me to easily make the descent gradient without gear. Then when I'm flying the approach, I'll put the gear down prior to the next segment. Everyone is different, but I've started flying my final (after the FAF) with gear down and flaps up and speed or 75-90 KIAS. That way if I have to go around I won't have any pitch change from the flaps coming up. If I break out at 200', I can go idle, select full flaps, be on speed, and spooled up prior to landing. And if you find yourself too high and fast to lower the gear, do what we did in the DC9; slow down to go down. Level off, power back, dirty up (gear and maybe even full flaps), then descend about 10 knots below the limiting speed. If that won't do it, just plan on going missed.
  23. 1 point
    Thanks !.. Yea, I didn't realize I got my IR and commercial inside of 12 months of each other until looking at my log book. I sold my company in July, so I thought I would put the money into commercial income property and try to supplement income through aviation somehow down the road. I originally thought about doing CFI with another guy, but I'm kind of rethinking things because I've been approached a few times by captains looking for someone who could ride SIC for regional charters... So, I'm thinking about the commercial multi next since there would be no written test and fewer requirements, as I already have the commercial single. I just need to find a reasonably priced and well maintained twin to train in. I have no interest in ATP....
  24. 1 point
    you can remove the latch side of the buckle from the seat and reinstall it backwards so that the latch lifts toward the seat rather than out.... If both seat belts are done this way, the center area is free and clear and you don't hit anything... Of course, that doesn't change my waiving my arm around and pushing passenger feet, jackets and whatever else out of the way before swinging gear. Generally, you're going to get flying elbows and scolded if you sit to close to me right before GUMPS! my regular pax know to get the hell out of the way when reaching TPA... My dad still hasn't gotten it through his head though...
  25. 1 point
    Thank you for the warm welcome. I am the owner of Av-Mech LLC, a full service GA maintenance facility located in Leesburg FL. I have been close friends with the Owner of Airflow Systems for many years. The time has come where the owner has decided to retire and he and I have been looking at ways to bring back his STC with a new owner. That would be me. The original manufacturer of the Airflow Systems STC sold them for a while and did very well with his kit. He is more of a developer than a sales guy and so he eventually got busy designing other products. He did not continue to market the system and so interest was low and sales slumped. During his peak with the STC, Aviation Consumer magazine rated the Airflow Systems STC the best Intercooler kit for the Mooney 231. It provides better demonstrated performance than the Turbo Plus STC and it installs much quicker with no paint work required. My intention is to bring the STC back on the market following some basic market surveys. I need to determine if there is actually a desire and if those who desire are truly willing to buy. It is quite expensive to get this back on the market and like any business I need to establish wether my investment is likely to provide and ROI. The kit today will be brought out at a lower price than Turbo Plus and the cost for install is much lower.
  26. 1 point
    All good except for electric gear. Bo Ow. Lac Bena. Melo Boo. (three different languages to express the idea of "not needed") Not even close. ...Sorry... could not help it. I love my manual J bar....
  27. 1 point
    On the home page of the site I posted earlier, there’s a $50 coupon to use with your first 55-gal drum...bringing the total to $574. Comes out to $10.44 per gallon. Not bad...
  28. 1 point
    They could have been re sealed, and looking back I would have re sealed them for the savings. But I went with new so that it would be a quick, and "new" part replacement. I also done it myself. Overhauls especially unexpected sure do break your heart. I seriously lost some sleep and worried a lot. So don't stress over the small stuff, from what I've seen on Facebook your bird is in good hands
  29. 1 point
    go to one of the Atlanta airports like KRYY or KPDK. You'll find your $5-6/gal fuel.
  30. 1 point
    Transition training is good MAPA numbers are good MAPA PPP is a great resource, a great book of numbers specific to your airframe... Things to look into in case this stuff is new to you... PP thoughts, not a CFI... Best regards, -a-
  31. 1 point
    Wow, I'd be more worried about the belly panels getting rolled over and creased by the creeper than finding corrosion. Don't they have panel racks? moving blankets work well too. Looks like you'll have a good machine soon!! -Matt
  32. 1 point
    I am with Mike on this. Those are my only real non-starters. Since you can now do more, you have the opportunity to exercise the best learning license in GA. Congrats Buttercup......
  33. 1 point
    Just went on a quick cross country yesterday to get out of the office for a break. 10.2 GPH and 158 KTAS.
  34. 1 point
    More logic... 0) Partially stalled wing conditions don't seem to be well defined 1) The configurations in our POH are limited to the ones used/promoted in our POH... 2) Some caution comes to mind... things that cause disruption of airflow above and below the wing disrupt the lift in that area of the wing. Landing configuration is throttle out, flaps down, gear down... Not mentioning speed brakes... is kind of like ignoring the gear... Speed brakes and gear cause localized airflow challenges. Losing that percentage of lift will increase descent rate... or raise the AOA. But not itself generate a full stalled condition. kind of like the stall devices (name please, fences?) on the leading edges... Wing design/construction changes specific parts of the wing to begin stalling first. 3) another thing left out of the conversation is the AOA... 4) Since The Stall begins near the root of the wing, an additional percentage of the wing's lift is being lost at milder AOAs... 5) There is definitely an Airspeed or AOA that makes the whole wing liftless.... 6) Where There is some danger not discussed very much... on the go-around... Landing configuration, prepped for go around. Full Power is added in, quickly in most cases. Nose tries to head skyward, if not actively controlled. this configuration and power setting doesn't seem to make the chart... 7) What's the Stall speed of full power in the landing configuration? 8) the AOA on final approach and AOA on the go around seem pretty different to me... 9) charted Power On stalls seem to only be expected in the climb configurations. 10) charted Power off Stall seem to only be expected in the landing configuration. This sounds like @201er's AOAi promotion threads... So much benefit, so little additional cost, when completing a panel make-over. Thanks to jl for the additional legal eyes reading insight. Our thin wing has an interesting span of working AOA. The line where the airflow splits to go over or under the wing doesn't have as much room to move as other wings. words like burbling and airflow separation get used.... So.... Now approaching full circle.... Setting The AOAi based on Stall speeds has to take into account... calibrated air speed actual instrument error actual configuration combinations used actual Wing construction and options actual wing condition, including all damage, paint issues, leading edge tape, bird crap and paint scratches... Speed brakes, fiki system, retreads or good year FCIIs.... yet, not get too complex to make it unusable... Calibrating It seems to be a piece of cake compared to discussing these tiny details... Testing its calibration at altitude seams to be the prudent catch-all method for all the variations listed here. Comparing the actual AOAi performance to the ASI and charted data, gains experience over many flights and weather conditions.... These important last steps seem to be done in kias... PP thoughts only not an instrument guru. Our @CYA guy could probably give some good insight on this topic...? Best regards, -a-
  35. 1 point
    Perfect flying weather for a hop to WLW been having some problems with our com 1 Narco 12d on the transmission being very garbled seems intermittent will have to look into it. Otherwise a very nice flight with not a single bump. Return with 100 pounds of groceries full fuel and 3 on board giving us 700fpm at 120mph.
  36. 1 point
    It is not a loss at all , unless you think you are flying a plane for FREE , doesn't work that way....... You buy a machine , you upgrade it , you use it , you sell it .....The difference between the buy and sell price , is the cost of use..... When you buy a new car , drive it for 6 years , and sell it , did you lose money ?????? No you paid for the use of a car....... Unless you are in the airplane business ( I am ) , you shouldn't think that way , or you can buy a piece of shit plane , fly it with shitty equipment , and not be able to sell it , because every other plane has better equipment ...... Also you are not taking into account , that the plane with the upgrades will ACTUALLY sel ........
  37. 1 point
    For how cold at that altitude and not have any shrinkage. The Navy should be impressed.
  38. 1 point
    I'm still not quite sure why college tuition for kids comes into play... My kids knew that if they were going to college they better get good grades in high school and test scores to receive scholarships. If not then they were going to learn how to be a poor college student and work their way through school. I haven't added up my costs through my first year (11 months) of ownership. Here are the rough ones: Loan - $233/mo Hangar - $400/mo (Like others I consider this a necessity) Insurance - $1525 (I had zero complex/retract hours, under 60 total hours, renewal after passing 200 total and 140+ in type came back at $1005) Fuel - $6,300 (Approximate, I haven't catagorized everything in Quicken yet but that would be 140 hours, 10 gal/hr, and $4.50/gal) Shoulder Belts - $1,000 (Some might consider it optional but I considered this a necessity. I did the install and I think paid my AP/IA $20 to look it over and sign it off.) Oil changes - $240 (Approximate, $20 filter plus oil, I did them myself, three oil changes) 500 hr Mag Inspection - $1375 (They were at about 430 hours when I bought it) Misc - $2000? I have not kept track of little things here and there on the plane That puts me right about $20,000 and does not include the first annual that is due next month To that you can add in some other stuff that was completely optional. I just had an EDM830 installed this week and I have a used SL40 going in next week to replace the Narco Escort II that was my #2 Nav/Com. I just fly VFR but plan on putting in a GPS/Nav/Com next year and starting on my IFR which will add to the bill. Contrary to some advice I bought the plane even though I could not have afforded to pay cash for it, nor pay cash to put an engine in it. I could if necessary do that using a home equity line of credit if needed. I looked at my finances and decided that I could afford $1,500 or so a month to chase down the dream of flying so I did it. I can't put a price on the memories and experiences that we have had since owning the plane, which I guess is why I don't really keep track of expenses to the penny. I am blessed to have a wife that not only enjoys the plane but encouraged me to get it. She also has never had any concerns about upgrades if it is to make things either safer or more enjoyable. She just flew commercial to UT to visit grandkids this week and was really wishing she was in our plane instead of wasting time in the terminal and then getting crammed into a seat next to whoever. It cracks me up when people say our planes are cramped inside, there is more room than flying coach class, even in the back seat of a short body...
  39. 1 point
  40. 1 point
    This is up to the installing mechanic but the chain can be called a standard part. It’s easy to determine that. Led paddle bulbs, however, won’t meet the super wide viewing angle like an incandescent without some kind of array.
  41. 1 point
    I don't want to see you in a CTLS either! But I don't want to see you be one of those guys who buy a plane and then can't afford to operate it. We have seen a few of them over the years on this site. I am a 26 year owner of the same plane and have kept detailed spreadsheets since Day 1 (ah, what happened to those days when AvGas was $1.25 per gallon?). I fly between 120 to 180 hours a year. On a good year, nothing breaks and I am on the lower side of the $20k range. On a bad year, I'm paying $1,500 for new spark plugs and a wiring harness, spending money to fix a radio problem or an annual that is double my normal expected cost. The upgrades and engine reserves I keep can be eliminated if you have plans on selling before either is needed. If you plan on owning the plane for a while, you really should factor them in. People often asked me how I funded my avionics upgrades -- simple, I budgeted for it by setting aside money for every hour I flew. My first upgrade after I did the autopilot in 1998 was in 2012 when I joined the world of GPS and glass cockpits. I saved for 14 years to have the funds to make that happen. If you can do some of the maintenance yourself (as I did for the first 7 years of ownership) and can do owner assisted annuals like raptor above can, you will lower your costs. If you are 5 thumbs and have a hard time with "lefty loosey, righty tighty", you will need to pay for someone to do those things for you. I wouldn't sugarcoat the costs. Keep in mind that a number of owners here are, er, ah, on the dinosaur side of evolution (myself included) and have worked for years to have the financials means to own a plane. When I bought my Mooney, I was making less than I pay today in taxes. So, it can be done but you need to go into it with your spidey senses on full alert.
  42. 1 point
  43. 1 point
    What @Raptor05121 said. You're always money ahead buying the plane you want rather than one to upgrade. I don't budget for engine/overhaul. I budgeted for a plane that I could afford to pay cash and afford an engine when it's required. It might still make sense to finance, but I wouldn't finance because it was out of reach otherwise. I started with a C and after two years and 400 hours, I'd learned two things. First, I was definitely using the plane. 200 hours per year of almost all cross country flying is perfect for a Mooney. Second I realized I could afford a bit more than the C. So I sold it an bought a 252. Then I did get a little carried away with the panel, but didn't pay retail for any of it and haven't missed a mortgage payment or bounced a check, and we've still got Ramen noodles in the pantry, so I think we'll make it.
  44. 1 point
    My 17 year old son did this today in our 172. I could not be more proud.
  45. 1 point
  46. 1 point
    According to the M20M parts manual the Breaker may say "ANN", of course it probably won't be in that exact position below.