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mooniac15u

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Everything posted by mooniac15u

  1. mooniac15u
    So, you will do this as a minor mod for your customers?
  2. mooniac15u
    Every one of those links includes a discussion of the need for a DER and a 337 to complete that mod. Sounds like a major modification to me.
  3. mooniac15u
    IIf you aren't concerned that this might be viewed as a major mod by the FAA then why the reluctance to discuss it publicly? Changing a plane so that it no longer conforms to the TCDS seems like a good time to file a 337.
  4. mooniac15u
    Another carefully worded statement. The photo already reveals a non-standard seat position. Did you file a 337 for the mod?
  5. mooniac15u
    That's a carefully worded statement. Was that hole present when the plane left the factory?
  6. mooniac15u
    I took the Hartzell deal sometime around 2008. I had them do the work at the Hartzell facility in Piqua, Ohio. The hub was half price and the total was about $4500 for the overhaul (including the hub).
  7. mooniac15u
  8. mooniac15u
    Hartzell saw enough cracked hubs to change the design and issue a service bulletin in 1998. The FAA didn't issue the AD until 2006. But sure, it's probably BS. Because internet.
  9. mooniac15u
    I agree. The loss of those sensors makes it look like a grounding issue. The engine ground strap is a likely culprit since it was affecting engine sensors and the alternator.
  10. mooniac15u
    I should probably clarify my earlier post by saying that even at 6'5" I flew my D for over 700 hours. If you're motivated enough you find a way to make it work.
  11. mooniac15u
    I'm 6'5" and in my M20D I didn't have even an inch to spare between my knees and the bottom part of the panel with the seat in the last hole. In my M20J I still fly with the seat in the last hole but I definitely have more clearance around my knees. I can even fly with the seat one notch forward, although it's pretty tight. I've heard people say that the pilot legroom is the same in the short and mid body Mooneys but I can definitely tell a difference. It might just be in how high the bottom of the panel is above the floor but it makes a difference for me.
  12. mooniac15u
    She only sat behind me a couple times in my D. She's only 5'4" so she made that work somehow. She almost always gets the back seat now that the kids want to help with the flying and she seems pretty happy with the space and seat in the back of the J. It's comfortable enough that she usually falls asleep.
  13. mooniac15u
    Interestingly my wife's biggest complaint about the back seat of my M20D wasn't legroom. It was the angle of the seat back. In that plane the seat bottom and seat back formed an acute angle which she found uncomfortable. The J has a more comfortable obtuse seat angle.
  14. mooniac15u
    I assume you are talking about Joe's E. That was an exceptional E and he ran the engine hard. What were the power settings on the J at the time? How was each loaded? Either way, you're a scientist and I know that you know better than to use a sample of 1 to draw conclusions about an entire population. There is a range of performance for the E's and a range for the J's. There's definitely some overlap but in general if you buy an E expecting it to handily outrun most J's you might be disappointed.
  15. mooniac15u
    In the service bulletin I mentioned earlier (SB M20-217) it says all hydraulic flap aircraft and it lists serial numbers. The highest serial numbers appear to be 1968 model year aircraft. I think it's safe to conclude that Mooney didn't think there were any hydraulic flaps after 1968.
  16. mooniac15u
    I don't know all the details but the service bulletin issued in 1979 specifies, "Aircraft equipped with manual or hydraulically actuated flaps with over 500 hours time in service." You can read the whole SB here: https://cdn2.hubspot.net/hubfs/4147179/technical_documents/service_bulletins/sbm20-217.pdf I have not heard of any Mooneys with electric flaps having a similar problem.
  17. mooniac15u
    The bigger problem with the hydraulic flaps seems to be the spar cracking at the attachment point. That repair is somewhat complicated and expensive.
  18. mooniac15u
    I'm not sure where you got the impression that an E with "just a bit of help" will outrun a J "handily." The E that I think you're talking about was an exceptional example and even at that I'm not sure he had an edge over most J's. The data I heard on it was around 160 Kts groundspeed at 7500 ft with a slight tailwind while pushing the engine pretty hard.
  19. mooniac15u
    I have a friend with a Comanche 260. It is a very capable airplane. It makes my J look anemic in a climb but we are pretty comparable at cruise. I assume he could outrun me if he ran it at full power but that would cost a lot in fuel. I seem to have better range, although I've never looked closely at how he runs his engine. The Comanche cabin is generally more spacious but not in terms of legroom. I actually have trouble flying it because with my feet on the pedals my knees interfere with the yoke.
  20. mooniac15u
    That's a long trip in a Mooney. Have you tried planning that flight in whichever model you are considering?
  21. mooniac15u
    Please don't post any pictures of Valerie.
  22. mooniac15u
    The OP was asking about late model F's so it should be electric gear on both. The older airframes typically have more ADs. So, the minor maintenance on things like gear doors vs the cost of AD compliance is probably so close that it's almost impossible to calculate due to a large variability in what people pay for the various tasks. One thing I've noticed on these discussions of J's versus F's is that in one post someone will say that a late F is so close to a J that it doesn't make a difference and then in another post someone will talk about manual gear. If we are talking about manual gear F's then there are other differences such as non-standard instrument layouts and older style yokes.
  23. mooniac15u
    Which enhancements have the higher maintenance bill?
  24. mooniac15u
    When I work with young fencers I coach them on being patient but not passive. They should always be thinking strategically and trying to steer the match to the desired outcome but they must be patient in finding the right opportunities to execute their actions. It seems to me that the same is true in aviation.
  25. mooniac15u
    Searching is ok if you happen to find what you're looking for but I think this demonstrates the limitations of their search engine. That's why I was pointing out the browse mode. In addition to searching for specific items I have used the full listing to display all ADs associated with my engine and my airframe. It lets me see things that I might not have searched for or that I might have missed in searches due to terminology issues. Google searches will also retrieve this AD because they crawl the full-text rather than just using whatever keywords the FAA is searching.
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