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About airtim

  • Rank
    Advanced Member
  • Birthday 01/15/1980

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  • Location
    Amherst, NH
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  • Model
    M20J N5812T

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482 profile views
  1. Yes, TKS was a must have.
  2. I love the spring there! 200 indefinite ceiling 1800 RVR is the norm! I think Mooneys are the best certified aircraft for 2-3 sometimes 4 people on short flights like mine. Those things are my plan B. In addition I go to Suvurval System in Groton CT. They have a dunk tank and teach about ditching and surviving in the water. I highly suggest them if you fly over water. Thanks great to be here. I have a auto repair shop, I Specialize in Land Rovers
  3. I took delivery of N5812T at the beginning of December and 62 hrs later it has turned out to be better than I thought. A little background, I got my private in 2006 did the usual primary in a 152 then started renting 172s and then wanted more and rented the hottest airplane available the mighty Piper Arrow! I hung around the airport like many new pilots and in the summer of 2007 I met a guy who owned a M20C it was in rough shape but I remember thinking how can a carbed 180hp fly faster than a 200hp arrow. I did the rental thing until 2011 when I bought my first airplane. It was a 1955 F35 Bonanza. Had that for 4 years and loved it. Then life changes made me have to sell it. Didn't fly again until 2017 when I bought a 1961 baby baron. That I just sold 2 weeks ago. Had an awesome experience with that one also. Why did I buy the Mooney? In 2017 I started a business in Nantucket so I needed something to commute from MHT to ACK Monday-Friday. My friend has a 1967 M20F he let me put a little more than 200 hours on it in 2018 and that is what made me fall in love with Mooneys. Last year I used the Baron almost exclusively and found it was WAY more airplane than I needed. It had a useful load over 1600 pounds and most of the time I would be carrying 2-3 people 120 miles to Nantucket. A huge waste of capacity. The whole time I owned it I used it to it capacity maybe 6-7 times. I have been a lurker here about 2013 but naturally have be on he alot (8-10 hours or I start having withdrawals) now that I own a Mooney. I love it here!
  4. Most airlines are dropping them like bad habits but some have bought newer -8 and UPS is still taking delivery of new ones. I know it is all about efficiency, but why is it different for some? Why didn't Korean Air, Air China and Lufthansa buy Prius like 777 or A350s? Why is UPS still buying brand new ones? There must be still be something that a 747 does best. Does anyone know what it? It will be a sad day when the last one is built. Anyone who has experience with any 747 I would love to hear what it was/is like. Thanks!
  5. Or older 737s that prior to the max problem were to be retired because they were due for expensive inspections. I dont know but I would think all airliners would have inspections like this. I love this video!
  6. In its original design. Was it a bad platform for updating?
  7. I was flying airlines last week and seeing the size difference of a 737 and a 757 up close had me wondering why. Both seat up to about 200 people and six abreast narrow body seems to be all that they have in common. I know the name of the game is fuel efficiency but wasn't it important in the late 70s when the 757 was designed? I can't imagine the fuel crunch of 73 had been forgotten. They felt it took a aircraft as substantial as a 757 to carry about 200 people about 3000 miles. And today they do it with a heavily modified 737. Some numbers, The 737-10 Gross weight is about 200,000, 4 main gear wheels, the most powerful leap engine has about 35,000 pounds of thrust. The 757-200 Gross weight is about 255,000, 8 main gear wheels, the engines have about 43,000 pounds of thrust. The part that seems strange to me is the fact the 757 was designed in the late 70s (first flight 1982) from the ground up to carry 200+ people. I couldn't find anything about them getting updated for efficiency. Yet they take an airplane that was designed in the early 60s (first flight 1967) for a different mission and heavily modifying it. I am sure a 737-10 is way more efficient than a 757-200. The most obvious reason is one of the engines used in the 757 is the Rolls Royce RB211 first run in 1967. The 737 gets the GE LEAP B1 first run 2014. I am no engineer but I am sure they learned a thing or two about efficiency in 47 years. If money was invested in upfating the 757 for efficiency would it still be so inefficient? The mechanic that I am sees this like taking a Freightliner FL80 and using it as is or getting a Ford F350 and heavily modifying it. Then your hopefull it works. What is every one's thoughts?
  8. Regardless of who does the testing The GNS series has been proven to do what it does.
  9. I just bought my J in the beginning of December and after 2 weeks I started hearing a ticking noise that would go away as it warmed up. Turned out to be the exhaust.
  10. Could a Bravo do this? If not how close could it come?
  11. Assuming that the cirrus has been done on time in the past, it will need a chute repack next year. They don't say anything about ADSB or that the 430s are WAAS. That would certainly drop the price. The Mooney having both WAAS and ADSB would certainly make it more desirable.
  12. I am trying to find the manual for a shadin fuel totalizer 912001. Suggestions?
  13. I would. That shrinks the age gap.