Jump to content

smwash02

Basic Member
  • Posts

    543
  • Joined

  • Last visited

Everything posted by smwash02

  1. Whether you can or not, I wouldn't want to give up half the capacity for a 15lbs and risk being stranded. The J16 is 15Ah and 15lbs. The RG-35A is 29Ah/29.5 and AXC 33/32.
  2. @LANCECASPER says his G4 is good to 15K. When I went down this rabbit hole the last time, it didn't seem the G5 offered much more and might be a lesser model for our needs than the G4. Both list 10k as their altitudes (as do most). Other models I considered were the AirSep FreeStyle 5 that lists its as 12k and the SeQual Eclipse 5 at 13.123k. I wonder how their rated altitudes stack up to real world use. 18k would be nice to be able to hit.
  3. Is it blocked or did it get gently scraped closed by the prop hub? Mine got scraped closed and I gently filed it back open (and routed it better). Post a photo and it'll be easier to know which.
  4. Extra systems always have cost. They are double edged with TKS in that you have to do the recurring items -- filters, running it monthly, ensuring all the panels wet, etc -- as well as a speed hit from the panels being on the leading edge. I don't think I've ever seen a confirmed figure, but have seen between 1-5kts of loss thrown around here. Weight was also mentioned -- ~37 lbs for non-FIKI dry (From CAV) and TKS is about 9.1lbs/gallon you'll always have a couple of. Despite those drawbacks, you're in Chicago. The system could be an asset and a lifesaver.
  5. My 87K has the Cessna 3 pin style. I bought the plug @StevenL757 linked to build a jump start box, but also got this for doing database updates and whatnot.
  6. Correct, SENEAM (for me) usually requires it. I've always flown on IFR plans and it's been smooth, but I read that with VFR you needed to file your own on the US side. If I were flying VFR I'd file one just to be safe. The system is improving for sure though, when I turned in my flight plan in January within about 15 minutes I got a notification from FlightAware about the plan being filed.
  7. @kortopates Are you putting a time or an EET? I noticed SENEAM writes it like "EET/ZHU 0110" to denote crossing ADIZ at ZHU (Houston Center) in an hour ten and I started doing similar.
  8. When chasing some MP issues in climb, main turbo told me the -SB waste gate needs 52 PSI. Based on that I would think you'd want to increase it, but I'm not an A&P. At 130-140F I think my oil pressure would be in the 60s-70s.
  9. If I'm understanding correctly, you're referring to when you're in level flight at pattern altitude? I go full rich in the pattern to prepare for if I have to go-around. I aim to do this when I'm in a place where if the mixture change kills the engine, I can make the runway easily.
  10. I also have TKS. The tank is on the pilot side back seat and uses all the space. On the passenger side back seat the pumps are closest to the wall towards the back, but the other area is very open.
  11. Check under the back seat. When I did the retrofit, it's where I put mine -- under the most forward towards center bay on the passenger side. Doesn't require pulling the belly.
  12. Compressions will fluctuate year to year even on ones that are good. A bit of carbon can cause a lower compression. Staking it or running it hard can bring it up sometimes as it allows the valve to potentially seat better. What does it LOOK like from the scope pictures? Do the valves have good patterning? I had one that had fine compressions but the pattern wasn't good. I pulled the rotocoil and it was bad despite only having 400 hours on it. With the new the pattern improved greatly.
  13. Thanks for pointing this out. I do one with the tube, one with bypass, and a manual retract to test all the systems. Only takes 15 minutes or so.
  14. Yes. The system won't retract the gear unless a certain airspeed is met. During annual you have to blow into the pitot tube to get it to retract.
  15. I'd just just get it overhauled. AQI is who I've used in the past and they did great for me. Looks like $395-$460 overhauled depending what you have.
  16. I've attached the guide I'd found some years ago from @piperpainter. I agree with him, it's a minor modification your A&P can perform and sign off. Folding Mooney Seats.pdf
  17. @CAV Ice How much fluid do you suggest running through the system during the test runs? I currently run mine monthly until I see it on both wings.
  18. Great list here. With a '63 C he won't have an electric actuator, but the J bar -- but still under AD compliance is probably diepen test on the yokes. You mention you're in Canada, so I'm not familiar with your registration, but in the US we have to renew it every 3 years. Plan your annuals in advance, mechanics get busy. Don't forget to renew your insurance Search the internet for a copy of the service manual, but I attached the per hour lubrication list from mine with the 'translated' products I use, which will have significant overlap with yours. There's another thread with this that has more discussion. Check your landing gear pucks -- both age and condition. Oil changes, another topic of debate, 25-35 hours or 3 months is what I most commonly read here If you fly under 50 hours a year most items will be handled at annual and there won't be much to worry about outside of things that come up throughout the year, even at 100 there's not much. Welcome aboard and congrats on the purchase! I had a '66C for a while and it was great. M20K Lubrication.pdf
  19. I've got a preheater that has a plug in the oil door, but that would require penetrating the firewall. Took me a minute, but finally found the thread. This idea from @squeaky.stow is what I'd do.
  20. Most modern ones don't, but didn't want to assume. The remainder of mine that need it are coming out shortly.
  21. Mine has started being noisy as well. Here are the cooling fans on spruce. One of the Lonestar Cyclones is what I'm going to end up with.
  22. Correct -- Based on hull value. When I upgraded from the C to the K, the K was valued a bit more than four times higher and the insurance went up about by a factor of about 2.5. A very fair trade, but something to consider in the TCO.
  23. It depends on your mission. You mention fuel costs, but they'll probably be lower depending how you run it. I am burning the same LOP as I did in my C going 20kts faster at the same altitudes. Moving from a J bar normally aspirated to a fully electric turbocharged increases your maintenance costs quite a bit when things go wrong and especially when it comes time to overhaul. Expect your insurance to double or triple as well.
  24. My 87 is a mix. I recently had to open 3 on each side to run the wires for my speed brake upgrade. I had my mechanic build the same structure as the screw in ones so I can access them in the future without having to drill out rivets. For the most part there wasn't much of great importance behind them, I suspect it was a blend of cost and weight savings.
  25. Perhaps an unconventional answer, but if you managed to procure a set of passenger brakes you could fly from the right side and be more comfortable. I'm 6'3 and sometimes in cruise I'll move my seat back to give myself more room. Works if there's no one behind me, of course.
×
×
  • 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.