luv737s

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About luv737s

  • Rank
    Advanced Member
  • Birthday 12/01/1952

Profile Information

  • Gender
    Male
  • Location
    Cibolo, Texas
  • Interests
    Flying, golf, riding horses, skiing..flying
  • Reg #
    N6486U
  • Model
    M20c

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  1. Best thing I did was change the belts to retractable harness. Did everything myself per FARs but one shoulder harness was tricky. My AI charged me $50 to finish install and sign off entire installation. After 3 years I can tell you it was worth every penny. MD
  2. Go to the Dugosh website and they give a pretty good breakdown for Mooney annuals. http://www.dugosh.com/aircraft-maintenance-repairs MD
  3. How referring to aim chapter 14 page 4?
  4. This only proves the technology is available or could be developed at a significantly lower cost than what is currently offered. It may not have all the bells and whistles but all I need is ADS-B out to fulfill FAA mandate. $1900-$3000+install fee is ridiculous. My Stratus does the rest for me.
  5. How about this innovative solution from the same country. SkyEcho ATT-20B Portable ADS-B In/Out Transceiver CAP-1391 Approved Only $750 not yet approved in the US..but somebody needs to wake up...FAA are you listening
  6. Resurrected my bird after it sat for about 5 years with occasional engine starts and run ups!!. $8,000 to get it flying only because I had it bore scoped and we found no corrosion in the engine. One cylinder was weak and replaced after 2 more years of flying and vacuum pump failed because it was not used for so long and it needs lubrication. Luckily the original partner ponied up for some expenses, but just about everything else could have been avoided IF the plane was flown regularly according to my A&P. I was lucky and my red rocket is flying great NOW. Even a used 430W and apperro ads-b transponder out set up will be about $12K minimum. I would use the non flying status as a major bargaining chip. Just my humble opinion based on my hanger queen find.
  7. No right answer, I counted 9 different models so far in this post. Apples do not equal oranges!!! You need to test YOUR plane at the normal weights and configurations that you normally fly to come up with ballpark figures. Make up your own performance charts and you will soon come up with some common numbers. Ill bet if I were buying your plane and you were demoing the pattern, even the VFR pilots would be quick to show some MP/rpm settings they routinely use!!
  8. I used the word computing...of course this is done in the air while flying the plane.
  9. I have all my instrument students compute the numbers for this chart before starting any further training. Makes everything go smoother. 6 Configurations for plane.pdf
  10. USAF 1971-1997
  11. I use very little pressure just enough to get some residual oil out. If you thought I am blasting 100PSI in there, sorry.
  12. Nope, goes straight to the drain.
  13. Before you take off the filter, put a small hole in the top. I use compressed air in the hole and it blows almost all the residual oil out of the filter and into the quick drain. Very little oil remaining when you spin off the filter. Trick taught to me by old mooney mechanic.
  14. I have included the W&B from my mooney out of the factory (yes I have all the original documents) and the current W&B redone about 2 years ago. Partner wondered why I carry 80 LBS of ballast when I fly SOLO. I think every plane is unique and should be checked above the factory norm. Mike CG.pdf