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Junkman last won the day on December 25 2017

Junkman had the most liked content!

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About Junkman

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    Full Member
  • Birthday 01/30/1961

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  • Location
    : Saint Charles, MO (KSUS)
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  • Model
    M20M TLS/Bravo

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  1. Icing event.

    One of the most sane posts I've seen to date. Thanks Paul. Cheers, Rick
  2. For those considering an Aspen panel upgrade, you'll want to take a look at this current discount offering. This looks to me to be the first real discount challenge to the new Garmin offerings. Dynon still beats them both, but then there's certification/AML/etc challenges remaining there. http://marketing.aspenavionics.com/acton/media/26251/aspen-avionics-february-2018-promotion?cr=glassclass&kw=newsletterLeaderboardSuper Cheers, Rick
  3. Here's the link: https://aircraft.wingsofhope.ngo/1966-mooney-m20e/ Actually a 1966 M20E, could be a good project for someone. Cheers, Rick
  4. IFR training

    If you're comfortable in your airplane and "know the numbers" for each phase of flight, you're way ahead of most going after their instrument rating. You can be asked to operate and show proficiency on every installed piece of equipment on your check ride, so to some degree, simpler can be better from the standpoint of acing the check ride. Training and testing in an airplane of which you are the master is one of the most positive contributors to your success, and if you've been flying years of VFR in the same airplane, you're undoubtably there. I purchased a very simple trainer (AMD CH2000), got to know her for about 80 hours, and then did a self-designed compressed course with a cooperative local CFII and took the IR check ride (at NIGHT, a fun story to share) with minimal stress. No autopilot, no HSI, and no ADF. Of course that airplane is a lot slower than our Mooneys, but being PIC, you can fly your check ride at the speeds you want to, just be certain to brief the check pilot on what you're going to do before you walk out the door. If you have and use an autopilot on the check ride, the examiner will fail it at some point. Depending on the examiner, the most likely time to fail it and other things is during your partial panel non-precision approach... but that is yet ANOTHER story. IFR with no autopilot? Stay within your personal limits for that configuration and you'll be fine. Get some help from your CFII or another instrument pilot that you trust on determining what those limits should be, and adjust them as you gain proficiency and confidence. And don't forget to adjust them back up when your proficiency (not to be confused with currency) lapses. "Hard" IFR to minimums is possible, and even fun, with adequate proficiency and no autopilot. The instrument rating is a milestone on the way to more learning opportunities, a "license to learn", as my examiner told me when he handed me my ticket. Cheers, Rick
  5. TKS quantity indicating 0.0?

    Thanks for the suggestion, I honestly haven't done any troubleshooting yet. My next action is to syphon the tank and then put in a known quantity. I don't have any illusions about that fixing the problem, but it will give me a baseline quantity to use timing for monitoring how much I have left in the tank. Its icing season here in Missouri, and I turn on the system every time I turn on the pitot heat. When we get to weather where I don't want to have the TKS available, I'll start the troubleshooting. Cheers, Rick
  6. TKS quantity indicating 0.0?

    Today the system indicated as much as 2.1 gallons, as little as 0.0 gallons. I ran the system and all panels wetted out just fine. The erratic nature of the reported quantity is a bit puzzling. I didn't make my call to CAV last week. Hope to get to it tomorrow, work permitting. I'll report back with what they recommend. Cheers, Rick
  7. TKS quantity indicating 0.0?

    Will do. It indicated 1.1 yesterday... flying in the morning, I'll see what it indicates and turn it on to see what happens. I don't deal well with lack of precision... HAHA!
  8. TKS quantity indicating 0.0?

    Thanks Anthony. The CAV system on my airplane (very early adopter, not FIKI) is STC'd, wondering if changing out the sender would be an issue? Not opposed to hangar fairy maintenance, just want to be aware of what I might be doing to resale if I go that route. Cheers, Rick
  9. TKS quantity indicating 0.0?

    Thanks Tom! I'll use a timer to track quantity until I'm ready to take this project on, and then I'll look at hitting you up on your offer of repair material. "Hour Projects" are sort of a hobby of mine, usually days at a time on each. I'll still give CAV a call tomorrow, my guess based on your experience with separating the sender is that they will recommend that I replace the whole tank. Cheers, Rick
  10. My TKS quantity indication was a bit erratic and now indicates 0.0. There is at least 3 gallons in the tank, as I ran it on my last flight starting with about 3 gallons, and added another gallon tonight to see if the quantity indication would change. No luck. Has anyone else seen this? My guess is that its a simple fix of a fluid level sensor that's gone bad, but nothing with the CAV system ever seems to be simple. And I don't have any documentation or drawings for how the system is put together or installed, or how to get to the fluid level sensor. Any ideas? I'll be calling CAV tomorrow, but thought I could prepare for the conversation with some knowledge from MooneySpace. None of my searches turned up anything that resembles my indication problem. Thanks for any ideas or experience. Cheers, Rick
  11. Formation Flying Clinic

    Jim is asking for the money as part of registration to confirm commitment to attendance. Apparently there has been an issue with a fair number of late cancellations in the past. He has the details, along with his contact info I believe, on the Mooney Caravan web page, under training. His email is jpr6353@comcast.net Cheers, Rick
  12. I am approaching the end of my second career. I have what should be one of the best jobs on the face of the planet for an aviator. And up until about 10 years ago, it was, for me and most of the folks I work with. "I can't believe they pay us to do this!" was a common refrain. That's when the insidious creep of modern day management-in-lieu-of-leadership started having a real impact on our department. Now, I keep going to work because of the people I get to work with, and a small part of the work is still "oh my God!" fun and rewarding. I am definitely in the camp of working to live, and am looking forward to claiming all of my time to devote to the things I choose to, without giving 8 hours a day, and usually more, to someone else. But in the mean time, my coworkers are some of my best friends, and we occasionally get to do some great work together. I've been blessed with a job I love working with people I like, but it is still a job. I'll never stop contributing in some way, especially to aviation, it will just be on my schedule and according to my priorities. I know that will be somewhat limiting and confine me to pursuits over which I have the illusion of control, but isn't that the point? A friend who just retired put it best - "We are dinosaurs here, nobody cares about what we've done or that we know how to do it better." A sad fact of where we are at our age in corporate life. Time to move to a different environment. I didn't get hit with Marauder's ton of bricks, but they've been piling on top of me brick by brick to where the ton is finally there. Cheers, Rick UPDATE! 2/19/18 My company's leadership has taken a most definite turn to the positive! My greatest fear at the moment is that when I reach my predetermined criteria for departure, the decision to leave will be a difficult one. Not just because of the great people that I get to work with, but because of the positive direction that the company is headed in and the fact that it will indeed be exciting to go in to work every day again! What a wonderful problem to have. I'm very blessed.
  13. I"m four years away from retirement, a year less if the market stays positive, and already living on our retirement spend. My wife retired last year, and has started a business that allows her to manage her time however she chooses. The Mooney is our "forever airplane", along with a low wing trainer (Zenith CH2000) that I plan to instruct in after I retire from my current gig. That, and a number of other aviation and non-aviation interests, will keep me occupied. About 5 years ago, before this round of airplane ownership, I projected what I expected our retirement budget requirements would be, doubled it, and set that as our target for our "fun chip pile" income generating end state. We're pretty simple people and don't live extravagantly aside from our aviation habit. We're still living within half of the retirement income target, and haven't had to change much. It's a great exercise with a side benefit of increasing the funds available to grow the nest egg faster. We're very fortunate to have combined pension income that will cover our subsistence needs and a little more. The airplane budget will ebb and flow with the income from the retirement fund. At some point I expect we will decide to let someone else do the driving for our air travels. I've identified, as I'm guessing others have, that physical health and financial health will be the two things that drive that decision. Pretty obvious, I know, but identifying them drives me to continually assess them honestly. It can be hard to be objective about either when you want to keep flying. I'd like to think that the chore of selling the airplanes will fall to my wife or the kids after I'm gone, but most likely I'll know when the time is right to step away. Cheers, Rick
  14. Mechanics upcharge for parts?

    I have the next best thing - Sporty's Breakdown Assistance. Its like an auto club for your airplane, and I used it last month. I was AOG, called the number and gave my information to their call center, and within 20 minutes I was talking to a technician who referred me to a local shop in their network for repairs. There was no guess work in trying to find a mechanic, and the technician I talked to encouraged me to call him if I had any questions about anything that the shop told me. VERY slick and worry free, and the annual fee is less than $200. All the work is managed by Savvy Aviation, Mike Busch's company. Cheers, Rick
  15. I got word from my friends at Wings of Hope at KSUS that they will be offering a 1968 M20 for auction in the coming month. I'm told that he airframe and interior are in remarkably good shape. The engine, however, was overhauled over 2 decades ago and hasn't flown much since and the mechanic doesn't want to sign it off without some detailed inspection work beyond what they usually invest when getting a donated airplane ready to sell. I didn't get a tail number, don't know what model M20 and don't have any additional details, but Ive asked for them and will update this post when I get them. Here is a link to the page where Wings of Hope posts their auctions, use the "Aircraft for Auction" pull-down at the top of the page to see the airplanes currently up for bid. You can usually buy these airplanes for a more than reasonable price. https://aircraft.wingsofhope.ngo As I stated at the beginning this airplane isn't on the site yet, but should be posted in the coming month. Cheers, Rick