Davidv
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Everything posted by Davidv
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For what it’s worth I also have to monitor the MP as it will creep up an inch or so in the descent. I assume your fuel issue isn’t related to the sniffle valve not closing properly on shutdown?
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As someone explained to me after my mechanic turned the density controller nut a little too far, you really need to follow Lycoming service instruction 1187 to properly adjust your takeoff boost. I'm not sure if this is what's causing your issue but it may be a good place to start: https://www.lycoming.com/content/service-instruction-no-1187j Yes, you can get there by trial and error (not recommended), but there is pretty specific guidance on the MP you should be getting based on the density altitude on takeoff.... That nut that adjusts the controller is extremely sensitive and least on my engine, not as snug as you would expect. It really needs to be properly safety wired to ensure it doesn’t move.
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50 years ago. A sentimental journey.
Davidv replied to BKlott's topic in Vintage Mooneys (pre-J models)
What a paint job! Looks like it become an Acclaim as a grown up -
Great, I'm glad you got your approach bugs worked out too...
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Thanks Steven, nice to know that you at least get a lot more for the additional cost! In my case I think the GFC500 will be a big upgrade over my King 150...
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Thanks @donkaye, I've been strongly considering it. My KAP150 seems to "hunt" just ever so slightly up and down in cruise to where I see my IAS moving just a bit (3-4 knots). I assume you don't see this with the GFC500 (and maybe you didn't before with your king?).
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Yeah, agreed, I was thinking single engine and thought he is extremely brave and then I looked at his profile. Now I just think he’s brave. Doesn’t make it any better if one (or both) went at less than 500 ft. But it’s his airplane, so I’ll hold short of further commentary.
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Out of curiosity, what’s the incremental benefit on the 600 vs 500? P.S. Amazing finished product!!!!!
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Not that this changes your commentary much, but it looks like this may be one of two engines on his airplane?
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I actually lived out in the LA area for a year and yes, the weather is tough to turn down! It *almost* makes you forget about all those other expenses
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Haha, yes, I'll "hold short" of making any further comments to avoid turning this into a political thread
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The first time I tried to do it in Miami they warned me that I would receive a bill in the mail for the landing fee if I did a low pass. Fortunately, unlike the Republic of California, the fee would have been about $20. The second time I asked for it they granted it with no problem and no bill in the mail either...
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It’s like that quote I got for 280 hours of labor to install a G3X and GFC500. They are basically saying we really don’t want to do this, unless you REALLY make it worth our while. I suspect the people at Global made a strategic decision that they didn’t want to focus on our category of aircraft anymore...
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Very nice, I assume you opened the window just to take in more of that Alps air?
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Oh ok, sorry for missing that above. This must have been one long runway! My home field has a 6k foot runway and there is no way I could make a safe landing straight ahead at ‘400 and stop. When I make my initial turn at ‘500 I’m usually about 5000-5500 feet down the runway. I climb out at Vx but it’s hot and humid here. How long was yours?
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Congrats on a safe landing. Since this is such a rare occurrence (safe turn back at such a low altitude), would you mind elaborating on the airport, runway, wind conditions ect? Also, what model Mooney?
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Does anyone have a mechanic that they use in the vicinity of northern idaho who could do a prebuy? One of my friends is purchasing a Mooney out there and any leads on A&Ps would be appreciated. Thanks.
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The problem is usually when that piper pilot friend of yours comes flying with you...
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Yup, me too, looks like plane power doesn’t make one for the double alternator set up. Last question, so they sent you one, swapped it out and then sent back yours? I only ask because they say no stock on spruce and not sure if they said that when you ordered it as well...
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Great, thanks. So when you installed it everything worked fine? I’m replacing my left one, was that the same for you?
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That’s a tough one because whoever buys it obviously is going to factor in the cost of a reman 550... but you’ve got some great avionics and I know roughly the cost for that same new setup. I don’t know what a firewall forward goes for these days on that engine. This will probably be easier if you tell us the number you have in your head already and we will say whether or not you’re crazy .
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Tank being stripped and resealed at Wet-wingologists
Davidv replied to BillC's topic in Modern Mooney Discussion
Ok great, that’s hard to beat! With @Gagarin’s long range tanks I can just about make it to Tampa and back (self deprecating Bravo owner joke when speaking with Ovation owner). -
I use one from Bruce’s when I travel, not the cheapest but I’ve heard it will hold up well over the years... However, I don’t spend as much time away as you do.
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Tank being stripped and resealed at Wet-wingologists
Davidv replied to BillC's topic in Modern Mooney Discussion
Plenty of us Mooney people at FXE, I’m sure one of us would be happy to give you a ride! Reach out when you pick it up... -
It looks like I need to replace my left alternator. Based on parts availability I think that I’m looking at a rebuild. Has anyone done this recently and have a recommendation on the best option? If a new or refurbished one was available that would be preferable so I don’t have to drop the plane off for a week. I was reading an older Bravo thread where someone else replaced it with a plane power but I’m not sure if there is an STC or that would be easy/cost effective? Thanks.
