Guitarmaster

There was a post here on MS a short time ago regarding bleeding. I'll see if I can find it. Basically, he had trapped air where the flexible line is connected to the hard line. He called it an "old motorcycle trick" to bleed at the fitting. I have had the same problem with, and still do to some extent, my brakes. Bleeding doesn't help and new pads (mine were worn to the rivets) helped a little, but not a whole lot. My next step is to try this "trick." Good luck!

Accuflite? Sent from my iPad using Tapatalk

You're supposed to safety wire stuff? [emoji12]

http://hubcapmike.com/bhc01-13.html Perhaps this is where they got the name?

Boy, truer words have never been said! Supposedly my plane went through an "extensive" annual before I bought it... Ummm, right. First annual found a bunch of $$$ things! Avionics are a HUGE, let me repeat, HUGE deal. Ask me how I know... Lol! Good luck with the plane search! Sent from my iPad using Tapatalk

Interesting. During the pre-pp days. Still a solo pilot, I launched and found I had no ASI. [emoji32]. Somewhat unnerving to be sure. I elected to return to the field. I was subsequently chewed out for not flying the airplane home, which the instructor/airline pilot later did himself. Turns out, a bee crawled in and made himself at home, blocking the pitot. He explained the benefits of learning to control the airplane in all phases of flight with pitch and power only. I learned to do this and to this day, ASI is really a nicety rather than a necessity. Granted, we have stall warning systems and stall strips to give a heads-up. Some experimental don't and have some wild stall characteristics to say the least. To me, a bad mannered airplane shouldn't be operated anyway. Some years ago, my company had a 737 that the static ports got iced up on the ground. They departed and had no/erroneous ASI. They flew pitch and power and turned safely. Point is, if you are familiar with your plane, flying without ASI should not be a be a big issue. That being said.... I agree, during a simple BFR, the risk vs reward is far too high. Sent from my iPad using Tapatalk

Here you go. Sent from my iPad using Tapatalk

Very true. I am pretty good at chasing electrical problems, but intermittent are the worst! Meh, who needs a stall warming anyway? When the nose drops, it stalled right?? [emoji12] Sent from my iPad using Tapatalk

It would appear that I did the wrong dance and chant. My f****** gremlin ran to the HSI! [emoji35]I'm goona catch that little bastard eventually... Yep, got in the plane this morning only to find the hsi compass card will not rotate. I did hear some strange sounds coming from the back a couple days ago, I guess I know what that was now. Sent from my iPad using Tapatalk

Well, it looks like just moisture got into the switch. It's been dry for two days now, and its back to normal. Chris, I did dance around the airplane and chant. Maybe that's what did it!

Ok, the next thing in a long list of bugs. The electrons are being grumpy again. On the way to work today, the stall warning just started going off. Not at full volume, sort of half volume. Roughly equivalent to a low whistle. Quite annoying! It is probably nothing more than a bad ground or dirt somewhere in the switch. Flight conditions: IMC, +20C, rain. Ideas? On the plus side, the MX170C's are working well!

Unless you have AOA... but that's whole new topic! [emoji1] [emoji12]

The only thing that I could add is, you CANNOT force this airplane down. If you attempt to, all you will succeed in doing is banging the prop on the runway. Have fun with the new bird! It flies like no other piston single out there.

Awesome!!! Thanks for sharing!!

Cody told me you don't want to touch that stuff just for that very reason and that if you have a white airplane, you will be constantly washing red crap off of it.

What is the Hartzell mod??

Here's an example of a failed one. This flew into the shop

ADS-b... What I learned is that all components must talk to each other and not all are created equal. The GPS, transponder and the ES must hold hands. If they won't then no compliance. So, when you are looking, make sure whatever you choose is compatible with the other components in you airplane. In a way, guys like me are better off having nothing in the airplane to start with.

Ok. What it finally came down to is, "nice to have" and, "need to have." The MAC 1700's were sent off to the avionics shop and only one was serviceable. Or at least worth servicing. After consideration, the 430W seems like a lot of money for a used piece of equipment. As much as I would like to be able to shoot GPS approaches, the reality is, it is not really necessary right now. The GNC255A is really attractive, but it's $3800+$3000 installation. $6800 for only one nav/comm. As I said earlier, a loan was not out of the realm of possibilities, but the longer I looked at it, the less palatable it became. What I really need is a NAV/COMM to do ILS stuff and VOR approaches. Any nav/comm other than a KX170(5)b would require major rewiring of the plane. Enter something I have not heard of before. The MX170C. After seeing this radio on Spruce, I called the manufacturer and had a long talk with Vic. Turns out there are thousands out there flying and what seem to be few problems. It is a direct, slip-in replacement for the 170b, but a brand-new unit with a warranty. They are not fancy. But good Tx power and seeming good reliability. I am aware of the fact they are only serviced at the manufacturer. The history of the manufacturer is another story, and not a bad one. They seem to sell fast on eBay for almost the retail price of $2600. I don't need a IFR WGPS right now and I don't need ADS-b at the moment. I need good, solid nav/comms. I ordered two of them. $2400ea no tax or shipping. I'll slip them in when they get here and let you all know the result! I just couldn't bring myself to take a loan for what amounts to basically a toy. Hopefully these radios will bring years of good service. I learned some very interesting stuff about ADS-b. I will fill you in later! Cheers!

That's funny... We just had an Ovation in the shop on my field with that exact tail number! [emoji1]

I love this site and all the guys/gals on here! I went back a really ran hard numbers. I realized that I don't need to carry as much fuel as I have been. Now that I have had her for a year, I feel much more comfortable "fueling for the trip" rather than giving a large reserve. Given that, and the fact that I really don't like high-wing airplanes, nothing really looks as cool as a Mooney, and the price premium to move to a "heavy hauler" is pretty steep; it's not worth it. Maybe trade for a turbo later on though.

Ok. I need some help here. It would seem Riley is in need of some new radios. As of right now, she has dual MAC1700, an ADF, RMI and KLN89 GPS. King 525 HSI. All round flight instruments. The MACs are getting repaired (again) and I am thinking it is not worth it to keep throwing money at a 40 year-old radio. Here's my predicament, I have little cash right now, but I can float a loan easy enough. The Avionics guy quoted me $16000 from the hip for a 430W and KT-74. Understand, there is a massive amount of re-wiring that will have to be done and he is quoting $3000 for labor. This being said, I think he is a bit high. I calculate it should be around $14,000. That would leave me with a 430W and a MAC 1700 for backup. This would make it ADS-b complaint and give me the ability to fly all RNAV approaches; something I can't do right now. I regularly fly into KMDW and when they are using 22L, the RNAV is the only approach. Or... I can go with a GNC255A and the Stratus ESG later. The 255A would be about $6000 installed and the ESG about $4200. That satisfies the ADS-b mandate. Of course, that leaves me without the ability to fly RNAV stuff. I know it's a hard question because everyone has different needs, but, What say you? I understand the GTN series is great, but it's just not happening. Second. Since I would be taking a loan for all this, what should I reasonably expect on cost for an Aspen Pro retrofit? I am non-autopilot, so I was thinking around $13000. Would safe to assume? The King HSI will probably quit sometime (soon with my luck) and I know they are fairly expensive to repair. So, Go big or go home is one line of thinking! There will be a lot of removals and should be a pretty decent amount of trade-in value so that will bring it down a little. Thanks guys!

See. This is why I come here first. All great information and I thank all of you!! I think I will be keeping Riley. With all the work I have put in, she is becoming a nice plane! I really didn't want to get rid of her anyway... It is always important to look at a problem from all angles. You all have really helped out! Time to start working out and losing weight!! Lol!!

I have started investigating twins. I have flown both the Aztec and the Seneca 2. I just don't know if I am ready for two engine maintenance. I enjoyed the Aztec. Very capable hauler. I don't know much about he B55.

I have found that my family will be outgrowing my F model in a couple years as I have two growing boys (i've tried not feeding them, but they seem to be bigger anyway). Since we really enjoy taking the plane for weekend trips, so, I am going to need a bigger plane. So, what I would be looking for is something with around a 1500+lb useful load. I can so my own research, but I thought I would ask you guys first. Are there any variants of the Mooney with this kind of useful? Of course, there are Bonanzas (not bad) and six-place pipers (yawn), but nothing really compares to the Mooney IMHO. In terms of experimental, the RV-10 is about the only thing out there, and that really doesn't do anything for me. Thanks for your input!