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blaine beaven

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  • Gender
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  • Location
    Canada
  • Reg #
    C-FDCT
  • Model
    1978 M20J

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  1. That’s from the EBay listing, post incident, where it stated “no damage history” if I recall… Sent from my iPhone using Tapatalk
  2. I know we all like to wag our... tails... about highest airspeeds. This M20F managed to go 242KIAS (likely straight down, or close to it) and didn't come apart. Air transportation safety investigation report A21P0001 - Transportation Safety Board of Canada (bst-tsb.gc.ca) Makes for interesting reading, and a good reminder on the importance of partial panel skills.
  3. Any update on this? Looked at the Mooney website and couldn’t find anything…
  4. Put the Ash Lights in my 172 back in the early 2000’s - was great for night flying. Really helped illuminate the cabin. Sent from my iPhone using Tapatalk
  5. Hello friends, My 1978 J with ~2900 TTAF is starting to get some shimmy and play in the nose gear. It will be going in for an annual at the end of January, and I like to try line up parts in advance. I have been doing some reading on the topic, and I see people will either replace the steering horn, or install an oversize bushing kit. Looking through my technical records, it appears that at approximately ~2300 TTAF that an overhauled nose truss was installed, new nose gear shock disks, and an oversize bushing kit LASKIT122A was installed. Given that an oversize bushing kit was already installed, am I correct in deducing that I can't install another kit? My only option is to replace/repair the steering horn? In that vein, I see that LASAR has a yellow tagged steering horn on their website - does that mean it has been repaired to original tolerances, or just that it is within tolerances? I don't really want to put a "used" part on my plane that will just have me chasing the same gremlin in 6 months. Other than LASAR, is there anywhere else to source a steering horn? Thanks in advance for any wisdom you can impart!
  6. Don't feel bad - back when I was flying up north, a friend of mine who was flying for another charter service ended up at the same small remote airport as I was, holding for passengers. He was flying a Navajo, and had just done his PPC on it, which included a ground school. This was one of his first single pilot trips. He parks and tells me that he thinks something is wrong with the Navajo, because when he moves the rudders he notices the control column moves. I, never having flown a Navajo, said that sounded odd. I guess he called back to base and raised this with one of the mechanics, who wasn't familiar with Navajos, and dispatch decided to send a second plane out to inspect this one, and bring the passengers back. I am sure that he got his ass chewed out by the Chief Pilot for the extra costs, and not being familiar with the POH on the aircraft he was just type rated on...
  7. I fly between 80-120hrs a year, and most of it is to take me to work. Because I have to arrive at work at a specific time, I need to be airborne at a specific time. This is obviously a later time than I would have to depart at if I was driving. Every morning that I wake up to fly, I wake up at the same time as if I had to drive and check the weather. If everything looks good, I go back to bed for a bit. If the weather is bad, I hop in the car. The weather forecasters often can’t get it straight beyond a day... I always have a plan B. If you can predict the weather more than a week out, bottle that ability and sell me some. Sent from my iPhone using Tapatalk
  8. Looks like a great trip - I’m up in CYXE and just threw that into ForeFlight. In my slow J it would take 18hrs!! I’ve never flown over the ocean, but I’ve done enough float flying and submersion escape training to tell you that you DON’T want to wear a life jacket that is always bouyant or auto inflates. Get one that you have to pull a tab to inflate and wear it, so you can decide when to be floaty. Otherwise, you could end up pinned to the floor of an inverted airplane. Safe travels! Sent from my iPhone using Tapatalk
  9. I just scrapped my McCauley 2 Blade for a Hartzell on my 1978J. I have the spinner and backing plate and hardware. PM me your mobile number and I can send some pictures of it if you still need it. I’m in Canada, so expect slightly higher shipping than in the US. Sent from my iPhone using Tapatalk
  10. I think less than that. Hartzell’s website says the Top Prop weighs 62-64lbs, and replaces the C214 that weighs 52.3-54.3. If that’s accurate, it’s a 10lb weight gain. For an aircraft with a 1008lb useful load I won’t complain - especially to lose the RPM restriction and hopefully gain some speed. Sent from my iPhone using Tapatalk
  11. Just over 1500 since last overhaul Sent from my iPhone using Tapatalk
  12. Thanks everyone for the info. Going with the Hartzell Top Prop. Sent from my iPhone using Tapatalk
  13. I have heard too many horror stories with MT regarding delamination and other issues, and little to no warranty or assistance. I also operate off of gravel a fair amount; I understand that nicks etc are a show stopper, which won't work for me. Thanks though!
  14. How do you like the Hartzell? I have not seen many reports other than one post from 2010 where someone said they got +6kts in Cruise from it. Sent from my iPhone using Tapatalk
  15. I made an error in my original post - the hub is scrapped too. So simply replacing the blades doesn’t seem to be a viable option. Sent from my iPhone using Tapatalk
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