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DXB last won the day on May 19 2016

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  1. I find that hanging around on these message boards has provided me with a pretty clear answer to your question
  2. Adding brake fluid

    BTW I assume you have the hydraulic flap system? If there's not enough fluid in the hydraulic reservoir mentioned above, then that system goes soft first before brakes are affected - the flap system takeoff from the reservoir is half way up to give you warning before the reservoir is empty enough to affect the brakes, which are fed from the very bottom of the reservoir - a smart design. It's good to know how to access and top off that reservoir - it should go down minimally over time if the system is tight. Here's the service manual for your bird - a '65E? Service Manual 1967.pdf
  3. Cost of ownership "budget"

    Don’t forget the extra money spent on food, lodging, recreation at all the fun destinations you’ll start going on weekends. Otherwise you’d have just stayed in the house, eaten ramen noodles, and watched reality tv - a much cheaper proposition . I have not factored in these costs and choose to stay in denial for now.
  4. Cost of ownership "budget"

    Like Nielpilot, I also fly the "cheapest" bird in the fleet and generated total costs very similar to his over the last year. I flew a bit less (100-120hrs), spent more on hangar, a tad less on maintenance, differing amounts on the sundries, but all told 20-25k is about right. Only realistic way for me to save significantly would be to get an A/P license. I do my own very basic maintenance (oil/filter, clean/rotate/gap plugs, borescope checks) but don't have time to do more. Now that my plane is up to snuff in most ways, I am budgeting 20k per year going forward plus 25k saved for the fateful day when overhaul comes. In relation to these recurring costs, the plane purchase itself is insignificant.
  5. Yeah super weird - last owner was an A&P too. He also apparently didn't care much for baffle seals - he just left a gaping jagged hole around it after replacing. You can't imagine physical contortion and mess it took for me to get that pictured glob of RTV to seal on the prop side of the starter without dropping the bottom cowl. It just goes to show there's never any certainty with a plane that hasn't been under your constant supervision, regardless of what the logs say.
  6. I know from past experience that sleeve can bind - in my case it was hard to slide up. If it's too inconvenient to jack it, I'd try spray lubing the heck out of that component on the ground and try one more time at slower speeds while straight and level in the air - perhaps with someone else flying from the right seat to avoid distraction while you try to mobilize the sleeve. I doubt there's much risk you won't be able to get it locked down again if the sleeve does mobilize, but others can weigh in - I've posted stupid ideas here before - may be safest to just jack it.
  7. This right wing (green) Hoskins P/N 202144-2 nav/stobe unit including bulbs and Aeroflash 152-0007 power supply (top picture) was installed on my plane 3 years ago and working perfectly when removed to install LEDs a couple weeks ago. $160 + ship. If you want, I will throw in the much older left nav/strobe unit (red) and tail light for free (bottom pic). The strobe on the left was weak and working only intermittently - I don't know which component was defective but suspect it's the power supply. Use that one for spare parts if you like, including swapping the red lens to the other unit if needed, or just use the two extra working nav bulbs.
  8. This item was just removed in perfect working order from my plane when I went all LED. It includes mounting plate and a bulb which was replaced 3 months ago (a $37 item). A new one on Spruce is $178, offered here for $95 + ship.
  9. This model is a $379 new item on Spruce and was working fine when removed at my recent annual. I'm selling for $160 + ship. This is the super light weight (7.8lb) version. Why did I remove it? My logs and W&B only indicated that I had an 18lb Prestolite starter, last overhauled in 1998. The part number of this starter was not visible under my baffling. I "upgraded" to a B&C starter to save weight and promote future reliability, only to find I had this much newer Skytec installed upon removal. I've no idea when it was actually installed since no log entry was made, but my new top of the line B&C starter doesn't really seem to crank any stronger than this Skytec did.
  10. @Bob_Belville and @gsxrpilot and other folks with single panel Aspen pfds - please post your experience once you have AOA installed. Are you comfortable relying on it in lieu of airspeed? How long to get used to it? I’m very interested but a bit put off by the tiny display size if you don’t have a second screen. Also it’s unique as a purely calculated indicator without an external sensor. And it somehow accounts for your flap setting in the display too, which other indicators don’t. It sounds too good to be true.
  11. It's actually the outer wing that is designed to stall later and thus retain aileron effectiveness - our inboard stall strips are placed to make the wing root stall early. Also being at Vso should still allow stable flight with stall horn blaring if over the runway in ground effect.
  12. I looked again in the '76-'78 POH for the M20C, which I posted previously on this site. It retains the identical disparity between white arc definition and the stall speed at 0-degrees bank, full flaps. I wondered if other major manufacturers in the '60s added this buffer between bottom of white arc and stall speed or it was a Mooney specific idiosyncrasy, so I looked in the POH of a 1967 C172: https://www.redskyventures.org/doc/cessna-poh/Cessna_172_C172H_1967_POH_scanned.pdf. It uses identical terminology to the old Mooney POHs and never mentions "Vso" anywhere. The C172's white arc is described as the flap operating range and the bottom is at 52mph. By contrast, the stall speed with no bank and full flaps is presented in identical table form as 49mph. My tentative, non-expert conclusions: -The current practice having the bottom of the white arc match Vso was not standardized in the 1960s, with more than one manufacturer including a buffer between bottom of white arc and true Vso on the ASI. If Cessna was doing it also, it may have been the industry standard in that era. -I doubt the shift from including this buffer to having the numbers match reflects any intrinsic difference in the J's stall characteristics. I suspect they were following an industry shift toward having the ASI markings serve as a direct mnemonic for as many V speeds as possible. Since this change isn't an esoteric Mooney-specific issue, it may not be too hard to find someone who recalls what really happened. - Assuming the same flight test methodology was applied to the old Mooneys and the J to define stall speed in full flap landing config, 57mph should be used as Vso to set up the Aspen AOA. As a modern instrument, their algorithm for calculating AOA likely uses the modern speed indication practices. I've no idea how much difference the 5mph buffer makes in the AOA output, but one would want it to use the best data possible.
  13. Interesting. I think we're getting closer to an answer, though having dual definitions seems like a bad thing in this context. The question arises whether the stall speed or the minimum steady flight speed is optimal for the Aspen's AOA computation algorithm performance.