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Vance Harral

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About Vance Harral

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  1. Sure, but that's all part of the power equation. Everyone quotes max cruise numbers at the optimum altitude, and it takes a lot of power to get way up in the flight levels.
  2. That's about right. As a practical example, if you replaced the 200hp engine on an M20E/F/J with an 800hp turbine, you'd get an airplane vaguely similar to a TBM 850. The TBM 850 cruises around 300 KTAS, about double the cruise speed of the E/F/J.
  3. Thanks for the post. The interpretation in the opinion letter is not unreasonable. But as you note, it doesn't seem to be published anywhere definitive, which makes it of dubious legal value. Even if it were, it only addresses the case where a "pilot, not appropriately rated" is the sole manipulator. I'm not sure what that's intended to mean. If it means "whoever is holding the controls, regardless of their certificate/ratings, or lack thereof", then it covers all bases. If it actually means "a person who holds a pilot certificate, but is not appropriately rated", then it doesn't cov
  4. Which leads to the interesting situations where even though a flight is legal and there is an acting PIC, no one may log PIC time.
  5. I second glbtrottr's recommendation to just use a mobile power brick. Problems with cigarette-lighter chargers are ubiquitous on Mooneyspace and other aviation forums: some chargers don't push enough current, others generate noise in the audio system, sometimes the lighter or the wire connection to it gets really hot because it's carrying more constant current than it was designed for, etc. For about $30 you can buy a power brick that will keep your iPad fully charged for an entire day. Spend 0.1 AMU and buy two or three - keep one in your flight bag, one on charge at the hangar, one on
  6. Same experience here. Our partnership bought an airplane with original sealant, which had been patched by the prior owner a few years before we bought it. We've owned it another 16 years since, and have taken it to a nearby MSC three times for patching, i.e. about every 5-6 years. Total amount shelled out for the 3 patches is in the neighborhood of $3-4K, spread across those 16 years. The alternative would have been a full strip-and-reseal to the tune of $8-10K (including travel expenses) at the first sign of trouble. The shops that do this work are good, and they stand behind their long
  7. One cause of this is finding a tire a little low on preflight, adding some air, and having the Schrader valve not quite close on removing the chuck. An hour or more later, you land on an unexpectedly flat tire. Ask me how I know. I no longer air up tires immediately before a flight. If a tire is slightly low, I fly as-is, and air it up at the end of the flight.
  8. For those of you who recently installed or plan to install GI-275s, what specific features or differences led you to prefer that unit over the less expensive G5? Our mechanical AI is going south, we'll be replacing with an electronic ADI, and we're considering both options. I've read the marketing blurbs, I think I understand the differences (form factor, touch screen, interface capabilities, etc.) and I can see why the GI-275 has more "value". But between the price difference of the hardware itself, and the considerably more expensive installation quotes we're getting, I'm having a hard ti
  9. I've never seen a fuel O-ring like that. Not disputing that it "works", but it seems unusual/non-standard. The main reason I'm chiming in here is to point out that you can remove that cotter pin, and turn the nut, to adjust the spacing between the "stator" and "rotor" of the fuel cap. I'd bet if you turn the nut a few threads counter-clockwise, you'll find you can twist the cap to close it when the standard O-ring is installed. Keep adjusting until you get the desired feel, then re-install the cotter pin. If you're swapping O-rings, make sure you swap the little one in the center
  10. In 16 years of ownership, we've chased several popping/crackling/whining noises. Looked at alternators, voltage regulators, etc. In the end, every single one of these gremlins turned out to be a loose ground connection, fixed by tightening or replacing a screw. It's a pain to look "everywhere" and chase them down, but it's inexpensive/free to look. So I strongly concur with Andy95W's advice. Check the grounds first. If you don't find anything, check again before pursuing other ideas.
  11. Not regulatory to do it every 100 hours, agreed. However, while maintainers are not obligated to follow the schedule in a Service manual, they are obligated to follow the techniques in the service manual any time a service is performed. So if you ever lubricate a post-J airframe (and note that doing so is required by they annual inspection guide), you must follow the rod-end lubrication guidance.
  12. The Parts catalog Hank linked to won't have a reference for the PTT switch. For whatever reason, Mooney puts the electrical schematics and the part numbers for most electrical components in the Service Manual, not the Parts Manual. Worse yet, the schematics in the Service Manual don't cover any radio gear, including yoke-mounted PTT switches. I expect the best source for information is Mooney themselves. But note that you don't have to install the Mooney-specific part to be legal. Simple electrical switches are "standard parts" which can be replaced with a reasonable equivalent, j
  13. A fair response, straight from the top. The fact that comments here were read and addressed, and some changes made as a result, matters a lot more than whether I agree with any particular decision. Thanks Jonny, I look forward to future posts here from MooneyTechSupport.
  14. Your "before" photo on cylinder #4 looks like an intake valve, while the "after" photo looks like an exhaust valve. I've never seen an exhaust valve look as smooth and clean as your before #4, and I've never seen any kind of deposits on an intake valve like after #4. My WAG is you're looking at the two different valves in the cylinder.
  15. 0.6 L/H for me, like N201MKTurbo. But the number is skewed by sitting in the right seat monitoring other pilots' landings while instructing. I'm probably about 1 L/H in my personal flying.
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