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Showing content with the highest reputation since 06/14/2021 in all areas

  1. Hello All, I've been a lurker here for a couple of years. Back in March traveled to Durango, CO to do a pre-buy on a '67 F model. I ended up purchasing the aircraft and have put 100 hours on it since then. I have a bit of a unique situation - I'm Canadian, live in Mexico City, and do business between the USA and Mexico. Because my life is so spread out, I wanted an aircraft that could carry a decent payload, make it from the US border to Mexico City non-stop, and be fun to fly to the beach. The M20F beat out everything else I was looking at on price, simplicity, and pure fun. After s
    14 points
  2. Flew my trusty C model across the USA and back in 14 days. Here’s a few numbers .. 8,700 - highest DA takeoff (Taos, NM) 5,137 - miles flown 328 - gallons of 100LL 40 - hours flown 17 - cats carried from a shelter in Illinois to a rescue in Colorado 1 - quart of oil added 0 - hours spent on autopilot (I don’t have one!) I was very fortunate. The weather cooperated and I flew VFR almost the entire trip. The plane ran like a Swiss watch. Except for a couple of hours around ABQ the air was mostly smooth. Without exception the folks in the FBOs were fr
    13 points
  3. My new panel is finally complete! I chose a G3X, 750XI, JPI 930, 355 and GFC-500. Carl at Sebastian Communications in Merritt Island did a great job. He really stands behind his work. I highly recommend them. I am still in the wow stage, I can't believe how great all the new stuff works . Learning to use everything was kind of a steep curve at first and I still have a ways to go until I am comfortable with all the capabilities. Putting Dad's signature on the panel finished it for me. I want to sell all of the original equipment. Everything works and is in great shape, my plane is an 84
    10 points
  4. I finally got to do the torture GI 275 flight!! 1) Pitot tube failed.... AHRS and AI worked perfectly fine with IAS red-x'd 2) To further evaluate, removed all GPS sources so that no speed data at all for the AHRS 530W and turned MFD/stby ADI off so its VFR GPS would not give data to the primary ADI). Still worked perfectly through TWO coordinated standard rate turns. It never red-x'd or tumbled!! Shall publish video hopefully within a week. (It takes time to edit...) My conclusion is the Garmin has "rocket scientists" writing the AHRS software!! Chris
    9 points
  5. My 17 year old son painted me a picture for Father’s Day. Nice job kiddo!!! I guess he’s not always playing on his phone.
    8 points
  6. Here’s a picture of the cowling being modified in my shop.
    7 points
  7. I've had a couple. My current AC has the heads up display mounted above glare shield and I find it very useful. My previous AC had the indicator on the panel and I flew AS and occasionally crosschecked the AOA. Now, with the indicator in my field of view it's the opposite. Pitch to the blue circle, crosscheck AS, and eyes back outside. For me, moving the indicator above the glare shield removed the system from the "gimmick" category and placed it firmly into the "tool" space.
    5 points
  8. For your viewing enjoyment… Video quality may have some funk… Shots inside the factory and in flight… -a-
    5 points
  9. So the preliminary answer is in... Looks like the culprit was not one, but three sources. (1) Sniffle valve may have had a small bit of debris in it leading to a drip; (2) an engine hose had come loose (recall: this engine was just re-installed 12ish hours ago); and (3) a nut had come loose. Those three things addressed - no oil noticed in the ground test afterward. Knock on wood that clears things up for now! Thanks to M/S for the inputs here - they were helpful!!!
    5 points
  10. I’m getting a PMA450B. The killer feature that sold me is the ability to keep the copilot on the intercom with the pilot while turning off the radio audio to the copilot. Wife loves that idea. Skip
    5 points
  11. A 3 inch instrument is too small IMHO to have useful SV. I've used it to great effect in larger displays.
    5 points
  12. I just went through this. Three years ago I purchased a low time '94 J that the previous owner had upgraded with an Aspen PFD and GNS 430W. It has a KAP 150 autopilot and KX 165 and vacuum gyro for the autopilot. I added a GTX 345 for ADS-B In/Out. I figured it had sufficient IFR capabilities, attitude system redundancy, and that there would be a lot of used equipment available to keep it running if something broke. The problem is that the autopilot kept breaking down. (Other stuff broke, too) And I've spent about $10K keeping it running. The autopilot is critical for single pilot IFR nowaday
    4 points
  13. I guess Mooney might have sold a few new planes these days if they were in the business of making planes...
    4 points
  14. Installed weatherstripping yesterday in position 'B" above. The product seems to be almost perfect in terms of width, thickness, and stiffness. Must pull in on the door just a bit harder than before to close it, but not that much more. After I closed the door from the inside, co-pilot standing outside had trouble hearing me talk. Can't wait to flight test it. The one difference from position B that we noted occurred in the lower-forward portion of the door. After doing the original install, from inside using flashlight I looked into the 3/8" gap between door and aircraft and cou
    4 points
  15. There is basically zero actuarial data in aviation insurance other than what's available through Nall or the FAA. There are no aviation actuaries at aviation insurance companies. It's literally a bunch of pilots trying to run an insurance underwriting company. If all flights profiles are the same, 4 equally skilled pilots flying 50 hours each is just as risky, if not more, than 1 pilot flying 200 hours. Also, the risk of a partner-to-partner claim exists when there are severability clauses. In some cases, one partner can sue another partner in a covered loss, as opposed to
    4 points
  16. Talked with Jonny and Barry this evening. Completely cordial and forthcoming was the conservation, to a point I came away with the feeling that they are really trying with the limited resources that they have. They both seemed energetic and enthusiastic. If there were some defeating thoughts within them, they did not escape. They did mention the need build a modern aircraft............. Did they just implie that maybe an investor was in the works????? Maybe, maybe not. I make an assumption here. They do not want to announce anything, obviously, untill pen is to paper (if
    4 points
  17. When I made my upgrade decision, I started with the autopilot. In three years, I repaired my intermittent KAP 150 computer twice and replaced it with a used unit when it failed the third time. So, I wanted a GFC 500 for reliability. The G3X is “newer” in the sense that in incorporates GFC 500 autopilot logic and integrates directly with the G5 standby. This means that you always have the autopilot if either the G5 or G3X fail. I believe that the TXi has more 3rd party interfaces and is going to the better choice if you want to integrate with non-Garmin equipment especially autopilots. If
    4 points
  18. For some context you should probably share that picture from your last workout.
    4 points
  19. Well you guys were spot on again! I looked around my intake tubes multiple times and didn't see anything wrong but then a small shadow caught my eye... One of the intake orings was out of its seat and causing an intake leak. My guess is that the intake tube was pushed too far into the casting and part of the oring got snagged on a sharp spot starting a tear. After I removed the intake tube the oring was completely torn through. If I continued to fly like this I think my problem would have gotten progressively worse as the oring would have split in place. I replaced the oring and the
    4 points
  20. Regarding the GFC 500 and different Nav source boxes, I confirmed with Garmin that the Nav source needs to be manually switched on the missed approach. So, for example, with the GPS175 and GNC 255, after going missed from an ILS approach using the GNC 255: 1. Push the TOGA Button 2. Verify GA/GA 3. Add Power and properly configure for the go around 4. Verify missed approach altitude 5. Switch input source on the G5 to GPS 175 and verify GPS on the G5 6. Reengage NAV Mode on the GMC 507 to fly the missed approach 7. Reengage IAS or V/S 8. Verify AFCS Modes
    4 points
  21. I did ask Garmin technical support about the G5 external antenna and GPS requirements for the AHRS. Their email didn't answer all my questions, but between it and reading some threads on BeechTalk where the Garmin guys are more active at answering questions, I learned the following: The G5 uses GPS and pitot/static aiding for the AHRS as follows: 1. If the internal GPS is available, it favors that. There is an internal antenna, but that may not work well in all installations so the STC calls for a glareshield mounted antenna. Originally, it was possible to use an antenna mounted on t
    4 points
  22. In the course of troubleshooting a problem with the trim servo in my KFC 150 I attempted to find an engineering system description. I knew this had to exist somewhere but it was not to be found in any resource I could locate for free. The codex for the logic of KFC 150 operation is King Manual 006-5539-00 entitled "King KC 190,191,192 Autopilot Computer Maintenance / Overhaul". There are no free sources that I could locate. eFlightManuals.com has them available for .1 amu or perhaps you can give your local shop a couple of six packs and take theirs to Staples. However you acquire
    3 points
  23. But…. Spirit. I’d rather crawl across broken glass. I look at the whole thing differently. It’s not just about DOC $$$. The benefits of coming and going on my schedule and being able to carry stuff and pets that are a pain on airlines, maintaining some shred of dignity by not being herded like livestock onto the germ tube, and the joy and satisfaction of doing it myself are worth the extra $. of course, I’m rationalizing, but that’s OK :-) -Dan
    3 points
  24. Sounds more like someone forgot to tighten the screws.
    3 points
  25. Another angle that i have not seen posted is that my dad was a sailor by profession but owned and flew the M20J mooney because it was financially much cheaper to take him my mom and me in the mooney than pay for 3 airline tickets. Gas was cheap and federal regulations kept airline tickets high. There was a reason delta captains could earn the price of a new Cadillac every paycheck. Now fast forward to me at the same (actually a decade older) age as my dad was then. Gas prices have gone up but not as much as airline tickets have dropped out the bottom with deregulation and competition from ultr
    3 points
  26. Forbes sums it up nicely: "In 1970 a Cessna 172 was 1.3 times the average salary in the U.S. and a Bonanza was 5 times the average. Today it is 6 times the average salary for a 172 and 14 times the average salary for a Bonanza." You can argue all day long that the avionics are better on today's 172 but it doesn't change the fact that general aviation flying is much less affordable today than it was 50 years ago. The only affordable planes for most are in the used market. The "sellers market" which is precipitating price increases just makes flying that much more unaffordable for th
    3 points
  27. My 1100 hour IO 360 was sorted and running great when last August at Annual it showed metal in the filter. When I saw that I was perfectly willing to pull a cylinder and look around. All that revealed was a very slight line of corrosion on a cam lobe, but we couldn’t see the front lobes as well as the rear where we pulled the cylinder. My IA mechanic recommended flying it 15 hours and sending off an oil sample since we had not taken a sample at the annual. I did that and the sample showed iron. We agreed to start tearing it apart. Cylinders came off and revealed two front lifters spalled
    3 points
  28. I would say the issue is you are in FULL Fire Breathing Dragon Mode. I never flew mine for long periods of time in full fire breathing dragon mode. Even though it says max continuous is 27.5 inches of MP doesn't mean you have to run it like that. Your oil pressure is right in line for how you are running the engine in my opinion. Oil temp 215, #3 Cyl 398 and TIT 1410 all indicate your everything in your engine while "are within spec" but on the higher side of normal would force you oil to be hotter and thinner thus pressure would be on the lower side. There are better experts than me, bu
    3 points
  29. I am incredulous. This is one of the most amazing things I have ever read. I would have never in a million years imagined it. That there aren’t enough cats in Colorado.
    3 points
  30. update to this thread. The electronic ignition was believed to be the culprit. i have the lycoming branded surefly. the aircraft is a 28V airplane and there is a known issue on the surefly side on some airplanes. I called surefly, but they couldnt give me a power conditioner since mine was a lycoming branded mag. I called lycoming, they let me know they sent me an old magneto when they shipped my new engine this march. they have updated the software on the mags to not be so sensitive to momentary voltage spikes. the revision on the new mag is L, and lycoming tells me the ligtning protec
    3 points
  31. Did YOU actually see it up on jacks with the wheels in the wells?
    3 points
  32. Hi Members The high shipping cost is driven by the volumetric weight of the discs. The discs weigh but 2.33kg for a stack of 11 but the volumetric weight is 5kg. DHL also slaps on a heavy surcharge during covid times. We are in a Lockdown Level 3 situation in South Africa and strict sanitising protocols apply which also drive costs up. If there are any members with contacts at USPS we might be able to ship to a central drop-off point and distribute internally with USPS. The next batch are being manufactured and delivery will start by 21st June Covid willing. My experience with dea
    3 points
  33. Will have owned my Bravo 29 years in August. On engine number 3. Have taken the APS Course and got a lot of value from it. While I believe in LOP and run some Continentals smoothly that way, in short tests my previous engines were not happy campers running that way. I have the GAMIs. First engine made it to 300 hours past TBO as a result of the change to the Bravo engine. The 2nd would have made it to TBO were it not for an incident during an Annual that made it financially practical to get a new Reman at 1600 hours. Turbos on the first 2 engines needed to be OH'd at mid time. In spite
    3 points
  34. <Note to the gentle readers: epic rant follows. Don't espouse your "knowledge" based on a quick Google search. Some of your readers have real knowedge . . . . > Nitriding is case hardening by applying a hard outer layer of, for example, titanium nitride or aluminum nitride to the part in question. It's harder than a file (filing a nitrided part will clean it and make it shiny, but it also dulls the file very quickly). It may be 0.001" thick, sometimes even twice that if you ask for it to be done. Case hardening in a furnace is different, nothing is added to the steel. The part
    3 points
  35. I suppose I started (resurrected) this whole conversation most recently with my thread asking if it's a sin to buy a Cirrus. That conversation evolved into the realization that flying with your wheels hanging out is just ugly and awkward. And that the Bonanza was a better fit for my growing family. First transition training lesson has been done in the new 36 and I'm flat out thrilled. Not an ounce of doubt or regret in my purchase. The Cirrus didn't fit me that well being 6'2" or so. The Bonanza feels just right and way more stable in the bumps. I described it as built for a king.
    3 points
  36. If you get the Bravo to run smoothly at LOP at one power setting, with GAMIs, you'll be one of about three Bravo owners that I've heard of in the world that was able to make that work. If you run at settings where CHT is over 400 consistently, you have two choices: Budget for new cylinders every 500 hours or do whatever it takes to keep the hottest cylinder below 400 (open cowl flaps, add fuel, etc.). I try not to exceed 380. Lycoming printed a booklet for Bravo and Malibu Mirage owners that isn't part of the POH. At seminars and in the booklet they say do not run over 400 CHT and not ove
    3 points
  37. The pictures OSUAV8TER posted are from an aircraft that already had Whelens so the hole pattern was the same. With the Hoskins lights you need to fab a new adapter plate, in this picture you can see where the original screws are in relation to the new position of the 650E.
    3 points
  38. I gotta say, that just looks like oil from the breather tube. I don't know how the drains for the F's are arranged, but in the J the fuel pump overflow, intake manifold drain and crankcase breather are all bundled together out the left cowl flap. If there is oil dripping from the breather tube, with the right breeze, it drips on the tire. Likewise if there's any blue fuel dye on the end of the intake manifold drain, the oil can mix with it. I'd also point out that yellow oil + blue fuel dye = green crap.
    3 points
  39. My Moms name and my wife’s Moms name were both Joyce. The C I had previously was named Joyce. After I hurt my shoulder and couldn’t handle the gear any longer I got this one, so we named her Re-Joyce. In our minds, Rejoice also enters the equation.
    3 points
  40. Two suggestions... Drop a liberal amount of oil on the fuel selector switch/shaft. You might be getting air in through it. Second, take off the bottom panel where the electric fuel pump lives and inspect the lines and look for staining. I had a line loosen behind the firewall and had symptoms you describe. Sent from my LM-V405 using Tapatalk
    3 points
  41. Let’s see! It’s killing me that it’s taking this long but I’m having vendor issues like everyone out here. First it was Covid now it’s not enough people and the shop is swamped. I have the prototype cowling in my shop working the fit issue that I had between the upper and lower cowling. I have the major issue resolved and am now doing the bodywork to ensure the parts fit nicely. My big concern will be how long to get the mold modified or a new one made when I’m done with the bodywork! I will get this done. I’m too far in it financially to back out or give up. Seems to be another typical avi
    3 points
  42. Then I guess I don't understand how you land with different flap settings at the same speed. Since the aircraft stalls at different speeds based on flap setting you should fly faster 0 flap vs. full flap. In doing so you will touch down faster with 0 flaps. This is true for every aircraft, not just Mooneys.
    3 points
  43. I have an engine stand and an assembly stand. If you want to drive over to CHD you are welcome to use them. I can give you some helpful hints about assembly that will make your life easier.
    3 points
  44. How big is the order? Has it been getting larger or smaller? Industrial espionage can be fun.
    3 points
  45. The camshaft is done, time for a new one with a set of DLC lifters. Clarence
    3 points
  46. A 32 hrs quote is very high, as everyone else mentioned. A Piper Malibu (Pressurized) told us he was charged 10 shop hours, mainly because of the procedure to penetrate a pressurized vessel. The advantage of Mooney is the top glare shield can be easily removed; giving access to the back of the Audio Panel to insert one pin/wire. This step should be really fast. If you look back at Page 4 of this thread; we posted some photos received by a customer showing the installation steps. Removing the seat and side panel to push wires through is also fast. 2-3 hours in total is a reas
    3 points
  47. http://Zoom.earth Found this the other day. Pretty cool satellite overview
    3 points

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