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About marcusku

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  1. I had my best and worst this last Sunday when I flew from C29 to KLUK. Took just under 2 hours to get there and over 3 going back. The ride was rough for about 30 min leaving LUK but after that reasonably smooth, just slow. I noted on the someone else flying close to my course doing 65 kts GS at the time I was about 110. I was good with my 110 after seeing that.
  2. I'm based near Madison WI, any good Mooney mechanics in my area? I know there is a shop in Wilmar and also Benson MN. Not bad to fly to but if I need to leave the airplane it's a long drive to and from. Also, any recommendations of a shop that is experienced with prop balancing? My local shop has one but limited experience. Thanks in advance!
  3. Nice work! I'm working on my commercial as well. Overall learning the additional bookwork and maneuvers has been a good exercise. I'll be happy when the check ride is done though.
  4. In another thread someone showed the list price in 2005 for an Ovation 2 with the G1000 was $420k? I realize that's 15 years ago and some inflation needs to be factored in but the price has gone up substantially for a not so different airplane. So I wonder what's changed in 15 years? If you factor in inflation, if I calculated correctly $420k in 2005 = $550k now. Although not affordable to me, I would think they would sell a few more at that cost.
  5. I know the Delta Hawk engine is supposed to weigh the same as the equivalent gas engine. I don’t believe most diesels typically have gears. 2000-2700 rpm is right in their power band. When I visited the Delta Hawk facility a guy I talked to insinuated they were talking to Mooney but didn’t want to come out and say it. Hard to say and who knows where it’s at though.
  6. My landing light has now stopped working. At first it was intermittent but now seems to be completely dead. I called the manufacturer they recommended checking the wiring first. I measured 24V at the input of the ballast. He did say it's better to put a load on the input wires to better determine if the incoming power is good as sometimes you can see 24V but still have a bad connection but I didn't have a good way of doing that. I'm not completely sure of the model, on the ballast it looks to be XV1A-50. It's temping to put it back to stock and go with a LED unit instead of try and troubleshoot this setup. Sounds like neither the ballast or the lamp are particularly cheap. To go back to stock though would require rewiring a connector for the connection between the cowling and the firewall. Anyone have experience with this unit? Is it worth fixing? I've always thought the light output was "ok" having nothing to compare to. I'm sure back in the day it was the way to go but maybe not anymore?
  7. Kind of off topic but I think the real reason for diesel electric locomotives is the large engine in a locomotive has a narrow rev range-they run at very low rpm. They would need an enormous number of gears to travel at different speeds. The electric motors essentially serve as the transmission. I really like the idea of a jet A powered Mooney. I think you could get some impressive speeds for the fuel burn. It would also be nice to get rid of the mixture control, ignition system and in some cases valve train. Overall should be much more reliable.
  8. I had a strobe problem this summer that turned out to be a corroded connector. I first tried a new bulb, then a different power supply then figured out voltage wasn't getting to the bulb. Something to check to save you some potential trouble.
  9. At idle it shows about 27 psi. Occasionally it is slow to build pressure right after start up, but it does not do this consistently either. Fuel pressure at take off and climb out is 25 psi though sometimes later in the climb I'll se some fluctuations after I shut the boost pump off. I haven't tried a full power static run up, at least for very long. After pulling the mixture it seems to hold pressure reasonably well, slowly falls after shut down. Recent trips my cruise has been between 5-7,000'. The last few flights it hasn't done it so definitely not consistent which makes it more difficult to find.
  10. Finally got another fuel pressure gauge, an EI. I only have one flight with the new gauge but observed the pressure in cruise is 25-26 psi. The occasional fluctuations I was seeing with the mechanical gauge also show up in the new digital gauge. Periodically the pressure will drop to around 21 psi and slowly build back up to 25-26 psi. Seems to mostly just happen during the early (30 minutes?) of the flight. While 21 psi isn't very low, the fluctuations don't seem normal. Mechanical pump was replaced last year the gascolator was recently checked. Am I still sucking in air from somewhere else or could it be a problem with the fuel system or maybe the electric pump?
  11. Diesel is less volatile than gasoline so I would think venting would be less critical. It appears likely the engine will be certified in the reasonably near future. I think the question is if someone will get an STC for Mooney's and of course the cost. I've heard it will be in the $60k range but that's some speculation.
  12. Resurrecting an old thread, I went to an SAE meeting this spring that their factory. The company has a much better financial backing and has grown many fold over the last few years with certification not too far off. The initial engine will be 180 hp but they intend to have 160 and 200 hp versions to follow. They engine is a pretty interesting design--2 stroke super and turbo charged. Being 2 stroke there is no valve train and since it's diesel no ignition system. Each cylinder has it's own independent injector pump so nice redundancy there. Potentially it should be very reliable. It's also liquid cooled so no shock cooling and you'd think improved service life. It would sure be cool if someone came out with an STC for the J model. In theory at altitude it would use quite a bit less fuel and be faster since it's turbo/supercharged. What are the chances we see a STC?
  13. When we left there was some heavier rain to the south so I ended up circling in the vicinity of Kalispell, climbed to 11,500 then headed WNW and crossed directly over the mountains near Marias Pass which I believe is Hwy 2. If I were faced with the same scenario I'd probably wait the weather out. The ceiling was 12-12,500. There was light rain the whole way which mixed with some snow at times so visibility wasn't the best. Wasn't IMC but certainly wasn't enjoying any views. Thought about getting an IFR clearance but that meant I would've had to climb to 13,000 which would've taken some time and put me in the clouds. Temp was +6 at 11,500 and the icing reports were between 14-17k feet so should've been fine with ice but would have been getting borderline. Winds were forecast to be around 10 kts at 9k but I think they were a bit stronger than that and did experience a bit of turbulence. All in all maybe not a horrible call but at the same time probably not the best. The rest of the trip back was uneventful. Stopped at MLS and ABR to C29. Cruised at 9,000 feet and enjoyed some tailwind just above some white puffys.
  14. Here’s a couple. The lake is Flathead. Tricky to upload photos in the right orientation!
  15. We ended up stopping in LWT then flew flight flight following the rest of the way as suggested. Route was approximately GTF WOKEN ARLEE GPI though rounded off the corners. Flew at 8500 then up to 10500 before I got to WOKEN. Winds were light and the ride was smooth with some great views. There was almost always a spot for an emergency landing except it was overcast below after ARLEE in the valley until closer to GPI. Planning to leave Friday, fingers crossed the weather holds out. Looks like weather may move in.