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will1874

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Everything posted by will1874

  1. I'm thinking of trying out Lee airport in Annapolis in lieu of KFME next time I come down. Does anyone have info on tie-downs and overnight fees? All the info on ForeFlight is pretty old. Thanks, Will Sent from my iPhone using Tapatalk
  2. It's a shame they didn't go back. It would be valuable to have that CVR. Sent from my iPhone using Tapatalk
  3. I got the impression by the ATC audio that they weren't aware that they were in danger of a collision. The captain was confused only about being "cleared to cross" Sent from my iPhone using Tapatalk
  4. Yes, the manifold pressure was around 23" I agree about the engine monitor. It was supposed to be installed at the last annual...but there were some communication issues (to put it mildly) so that didn't happen.
  5. I was at 7000 feet. I don't have any idea. One of the previous owners had an affinity for label makers… My panel is covered in homemade placards.
  6. Cruising yesterday at 7,000' I don't have an engine monitor. But I'm running ROP. WOT and 2300 RPM. OAT is 15°-18°C. Cowl flaps are closed when this picture was taken. Nope...don't like that. I went the rest of the way with the cowl flaps open halfway. This is my first summer of ownership so I'm not sure what normal is during these warm months. What's everyone else doing with their cowl flaps in the heat of August? (I do have plans to install an engine monitor soon)
  7. I do have the simple cigarette lighter voltmeter. And we were bouncing between 14 and 13.8. I'll probably just bring it to a good shop on the way home.
  8. I do have the simple cigarette lighter voltmeter. And we were bouncing between 14 and 13.8. I'll probably just bring it to a good shop on the way home.
  9. Do you mean I just need a new alternator unless I'm good at fixing things? (I'm not prone to fixing anything).
  10. Hello all, I took the family on their very first cross-country adventure today. Left KBDR for KFCI. That leg was uneventful and everyone loved it. Got out at KFCI, fueled up, ate at the restaurant, and got back at it. Next leg was KFCI to KHXD. It was hot. Probably close to 90 on the ramp. Took off and headed south. Climbed up to 8000' I kept noticing a very faint whine...almost alternating like the gear warning but not nearly that loud. I thought it must be some sort of feedback from a headset or radio or something. Once we leveled off and reduced RPM for cruise I started trying to troubleshoot. Then I saw it. Very faintly the HIGH LOW VOLTAGE warning light was flickering. Not flashing like when you're not producing any electricity. I reset the alternator field CB. Whine immediately went away when I pulled it. Came back when I reset the CB. I decided to divert to KRDU. Eventually the flickering stopped. Seemed like the faint whine did too. But it was tough to tell while we were getting the stuffing beat out of us on the way down into RDU. Like I said it was hot. The hottest cylinder head temps I've seen. Still in the green, but near the top of the gauge. (I do not have an engine monitor). is it possible the alternator overheated?
  11. Thank you so much for the offer! I got your text and I'll reach out a little later this morning. -Will
  12. Descending into Tipton (KFME, Fort Meade, MD) Wednesday and the HI LOW VOLTAGE warning light started flashing. I was close enough that I just continued to Tipton. It was only another 12 minutes-ish. Clearly an alternator issue. Hopefully it's something simple. The alternator only has a little more than 300 hours on it. Hoping it's just a broken wire. But now the airplane is AOG there. I had to go fly the big airplane that pays for the little airplane so I haven't done anything as far as troubleshooting so far. It's only been three days, but no luck getting the shop on the field to respond to requests for assistance. I got a pretty good briefing on what to look for initially from the folks at Weber Aircraft at KLNS. But the airplane is fairly new to me. I've never removed the cowling. Taking each half off seems simple enough, but I'm not so sure about getting it back on by myself. Do any of you who live in the Baltimore / DC area have any recommendations on an A&P that will travel? I'm more than happy to compensate anyone who is willing to help. Feel free to text me at eight six oh, 6 one four, sixty-nine 80. TIA -Will
  13. Sent you a PM Sent from my iPhone using Tapatalk
  14. My POH makes no mention of extending flaps for a pre-flight inspection. Does anyone do it? Any reason NOT to do it?
  15. I definitely plan on this as soon as I find a day that's not so bumpy! Sent from my iPhone using Tapatalk
  16. so you'll file an IFR to a fix just to get out? Like I could file IFR to say EMI and just say in the remarks that it's just for exiting the SFRA?
  17. Hello all, I'd like thoughts / advice on the following: mission: KBDR - KFME (Bridgeport, CT to Tipton field just south of Baltimore, in the D.C. SFRA) The last two two times I flew it I filed IFR and I don't like the routing I get (see below) or the altitudes they assign (too low). I'd prefer to go at 8,000-9,000 feet for better rides, and (as I'm new to the airplane) more time / options if there's an engine issue. I'm considering going VFR next time to stay west of New York / Philly. I've been in the airline world for the last 20+ years and don't recall ever flying VFR through class B. Do any of you do this routinely? I've completed the DC SFRA training but have yet to operate VFR in that airspace. I welcome your suggestions. Thanks, Will
  18. Yessir Sent from my iPhone using Tapatalk
  19. Great idea GeeBee. I'll try that. Sent from my iPhone using Tapatalk
  20. I am thrilled to announce that I am the new owner of a J-model, N201VQ. I started this process nearly five years ago. I never thought it would take so long, but I am very excited to begin a new part of the adventure! I had the pre-buy done at Henry Weber in Lancaster PA. And frustratingly, that is where the airplane sits today. I am based out of KBDR in Stratford Connecticut, and I work in Baltimore. This is an absolute shot in the dark… But any Mooney drivers up in my neck of the woods that were planning on heading down to Weber's in the next week or so? Or for that matter anyone in the Baltimore area planning to do the same? I'm trying to avoid driving a car to Lancaster and leaving it there to fly my airplane home and then having to deal with the logistics of going back to get the car. i've considered taking Amtrak to Lancaster, which is a bit of a long trip but at least it gets me there without a car to deal with. I've also considered taking an Uber from Baltimore which looks like it'll run about $200… Which may actually be the cheapest way to do it after all. Anyway, I'm open to any suggestions and ideas from those of you who dealt with this problem in the past. And also I'm posting a picture of the new addition just to brag.
  21. PM sent Sent from my iPhone using Tapatalk
  22. https://pilotworkshop.com/tips/takeoff_impossible_turn/ https://www.boldmethod.com/learn-to-fly/maneuvers/the-impossible-turn-should-you-turn-back-to-the-runway-or-land-straight-ahead/ I thought I'd seen a better article on this topic but I cannot find it. To summarize: be VERY conservative with this number (decision altitude for return). It's more than a 180° turn unless you've got a good crosswind AND you're aware enough to turn into it. You'll likely have a tailwind. Even a 10-knot headwind on departure means a 20-knot difference once you've completed the turn. Landing long with a tailwind is no fun. The proper thing to do is...FLY...straight ahead and pitch for best glide. Then LOOK for a suitable field. The best option is one that's flat and clear and one you KNOW you can make. If there are none of those options available then it's time to look for alternatives like landing behind you. It'd be a real shame to pass up a nice cow pasture for the convenience of crashing back at your departure airport. Sent from my iPhone using Tapatalk
  23. ZZ, I'm looking at everything that presents itself. And my numbers are purely my own observations. But my number is AIRFRAME only. If the airplane has an engine that can be reasonably expected to continue in service then an appropriate value must be added. Avionics are tricky because (as others have noted on this thread) every individual's needs / wants are different and pre-installed avionics, no matter the quality, will likely be viewed as a compromise to the buyer. FWIW, the listing you linked only has 837 hrs TTSN...airframe and engine. An average of 31 hours per year over its 27 year life. That engine will need some TLC real quick. Sent from my iPhone using Tapatalk
  24. Caruso, My apologies. The offending posts have been edited and I shall not make the same mistake again. Sent from my iPhone using Tapatalk
  25. I've been watching the J market for the last two years. (Only as a prospective buyer, not a broker). I have no idea what the final sales prices are...but in terms of asking price: it seems a J airframe with no damage / corrosion issues (good luck finding that!) is worth 90 - 100. I can't really tell how much airframe hours affect this number. But I would think a 6,000 hour airframe in Tucson with no damage might be equal or better value than a 2,000 hour airframe from Florida. Engine is a lottery play: a buyer had better be ready to pay for an overhaul. Avionics, paint, interior are all a bonus...but also a crapshoot as those three things likely won't be exactly what the buyer wants. Sent from my iPhone using Tapatalk
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