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PMcClure

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PMcClure last won the day on July 25 2020

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    Pell City, Alabama
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    N1051K
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    M20R

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  1. I will post this here for future reference: https://www.sanden.com/productlibrary/manuals/SD_Service_Guide_Rev_2.pdf I would not assume all years have the same model compressor, but this reference should help identify which one you have. My label was missing on the compressor. There are a lot of cheap knock off compressors out there on eBay and amazon. I found one for $59 but decided to go with an OEM replacement. Hopefully the next update will be of me enjoying a cool cabin. I don't know how the rest of you do it with no A/C!!
  2. We measured it up today and compared to the original and it looks like a direct replacement. Will install next week when we have a window in the shop and my schedule.
  3. Thanks again for the help. This actually got a little more complicated than I expected. There are so many options on the compressors. But I believe the correct part number is Sanden SD5H09 5073. We have ordered (below link) and will confirm when it comes in if it is the correct part. https://www.acparts.com/product/new-original-sanden-compressor-5073/ Now trying to find a Receiver/Drier part number is 1134182-1 Environ. Look up points to a Cessna Citation part. 30 days plus lead-time. Any experts here know if we can use any close receiver drier or need to stay with this exact part?
  4. There were nice - hard to believe I got more for the old 121.5 ELT than I did for a set of working Moritz gauges! PS - everything is sold. Basically gave away the KFC225 and Moritz. Everything else went for a good price or helped someone in need.
  5. A/C went out in my Ovation. AP has diagnosed a failed clutch and suggests replacing unit. Mooney is out of stock but it looks like a stock compressor, except it is 24v. Does anyone have a part number or information on where I could source this? PS- it is very hot here in Alabama!
  6. I still have my Moritz Cluster Gauges available. Free to any Mooneyspacer....... you pay freight. Just want to help keep another Mooney in the air and don't have the heart to toss these units out.
  7. No problems that I am aware of. I recall some discussion about condensation from the ac could be an issue but evidently it was resolved without too much concern.
  8. Having learned to fly in a DA40, I agree with all these comments. The seats are part of the airframe and are supposed to withstand 40G or something like that. And they feel like it too
  9. Of course, I don't think Diamonds are really safety than Mooneys, but it is interesting data. I think it actually refers to incidences per 100 aircraft. In which case, the newer brands should do better than the older ones. But Cessna and Cirrus both do better. My guess is that there really is no correlation with brand and incidence rate over time. But Diamond just liked this data that year and has kept it in the marketing files.
  10. Does this mean diamond and Cessna pilots are more experienced?
  11. Reading on the Diamond Marketing Website: https://www.diamondaircraft.com/en/about-diamond/why-diamond/safety/ Source Aviation Consumer 2012 - so some old data. I assume it is fatalities per 100k hours. But I don't think they make that clear. Could be incidents per 100k hours. Below is from Aviation consumer r From AOPA - The Mooney comes out slightly better, with about six accidents per 100 registered aircraft versus 7.7 percent for the comparison group. Looking at accidents that occurred under instrument conditions, we found that the Mooney pilots seem to do a significantly better job. The IMC accident rate per 100,000 hours for the Mooney is just a little over half the accident rate of the other retractables (5.91 versus 10.14). It's even better for instrument-rated Mooney pilots on IFR flight plans, at 1.89 per 100,000 hours versus 4.97 for the comparison group. For this group of airplanes, the record proves the adage that you are definitely safer on an IFR plan. Mooney pilots also hold the advantage at night. This is the period when we typically see the accident numbers per 100,000 hours skyrocket. The group as a whole literally goes off the graph we produced in the book, while the Mooney shows only a small increase over IMC accidents in general. The question is, why? Thoughts?
  12. I wish I could laugh at this, but it is real. 15-40% price increases coming through our business now for aluminum and steel. And the mills tell you if you don't like it, they will remove you from the forecast and no metal for you.
  13. If an engine consistently accumulates 40 or more hours per month since being placed in service, add 200 hours to recom- mended TBO. Engines with Serial Number 1006000 or higher, add 200 hours to TBO as noted in table above. For my next engine, I plan to quit my day job to save money on the rebuild. But then I need a night job to pay for my fuel. TBO Page SIL98-9C.pdf
  14. Thank you everyone for the input, this is a late 2022 project. Just starting the planning now. I guess I asked for the 2nd guessing about replacing a perfectly running engine by stating the hours and top overhaul. But the decision is a deeply personal calculation. For everyone that thinks a well maintained experienced engine is just as good or better than a brand new one, I will happily sell you mine for the price of a new one, just PM me! My background is maintenance and engineering and have built several engines by hand and currently maintain at least a dozen personal engines myself. Clearly, invasive maintenance is a concern and leaving well enough alone is usually the best strategy. There are reasons TCM puts service limits on their equipment. And one reason is to limit liability. Of course it is up to us civilians if we want to follow the recommendations for hire operations as we have no legal requirement to do so. For many people, flying past TBO is safe and I don't argue with them. But as I say, the decision is personal and up to me since it is me and my family and friends on board. And I would rather plan my downtime and maintenance than not. Steve - Thank you very much for the input. I will contact Airpower and get a quote and give you call about your experience sometime soon. Really appreciate yours and everyone's experience.
  15. It's really a personal choice. I am well aware that you can fly past TBO and the current engine is in perfect running order. Several factors in the decision, not the smallest being liability and another being the upgrade path. And I also prefer not to have that part of the discussion online. Thank you for your input.
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