Jump to content

Utah20Gflyer

Supporter
  • Posts

    652
  • Joined

  • Last visited

About Utah20Gflyer

  • Birthday 02/12/1976

Profile Information

  • Gender
    Male
  • Location
    Stansbury Park, Utah
  • Reg #
    N6791N
  • Model
    M20G
  • Base
    KTVY

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

Utah20Gflyer's Achievements

Experienced

Experienced (11/14)

  • Posting Machine Rare
  • One Year In
  • Very Popular Rare
  • Reacting Well
  • Dedicated

Recent Badges

505

Reputation

  1. I suggest you run the prop at the lowest RPM that is reasonable when in cruise. There is a big difference in noise between 2700 rpm and 2300rpm. Also you should save gas and some wear on the engine. Extra sound proofing is only going to make a marginal difference. IE you can probably realize a bigger drop in decibels by reducing prop rpm another 100 rpm than all the sound proofing you could stuff in a Mooney.
  2. I removed a KI 214 that worked with a localizer and glideslope but was way off when using it with a VOR. It went in the trash when I put in a GI 275 HSI and a GNC255. I do have a KN75 glideslope receiver I’d sell to you cheap though. I considered using it but decided a modern digital radio was worth the extra money.
  3. I think it’s a waste of time. Get oil analysis to get objective information about the quality of oil at the time you change it. If it tests fine then continue on. If it doesn’t then shorten your oil change interval. The practice of trying to get every drop of oil out of the engine is based on emotion in my opinion rather than a logic. Engines that get ran a lot will last a long time. The engines that sit don’t last. That last bit of old oil just doesn’t matter.
  4. How much metal did you find and what kind was it? It may be pre mature to tear down an engine without knowing exactly where the metal is coming from.
  5. If you have shower of sparks you might need to go to at least one electronic ignition to get rid of that system. I don’t believe the switches are well suited for SOS.
  6. Looks like KAKO would be a 3 hour and 15 minute flight. A bit farther than I wanted to fly but I might prefer to pay for avgas rather than pay more for the ECI. Thanks for the heads up.
  7. Hello everyone, It’s time for another 100 hour eddy current inspection for my Hartzell prop and so far I have two options. One is to fly my plane to Boise and pay 345 dollars- flat rate. The other is to fly to Duncan aviation in Provo and pay somewhere between 300 and 445 for the inspection. I can’t get an exact number from Duncan. I was told 260 for the actual inspection and 195 an hour for whatever time it takes to get to the plane and write the report. I’m a little dubious on Duncan because of the variable component. I wouldn’t expect if my plane was parked next to their building but if they claim it took two hours to write the report I don’t have much recourse. My question for all of you is - do I have any other options? I would prefer cheap, fixed cost and close but I am willing to accept reality for what ever it is. Thanks!
  8. Interesting, The two horns I’m familiar with both look like the upper one, so maybe there are three horns? Or maybe one of the ones I dealt with had been rebuilt with oversized hardware? They are probably compatible but I can’t say for sure and based on how expensive they tend to be you’ll definitely want to verify with someone with more knowledge on that issue. The lower one looks like a better design as it has less moving parts and therefore fewer places to wear. If it worked I would choose that one.
  9. I’ve had this exact issue before and it was caused by a seal failure. In my case the seal had come off and was allowing hot air to bypass the flapper. I found the seal in the scat tube. There are two different heat boxes, the flapper and the slider. Both are simple, you just need to open it up and see what’s going on.
  10. There was one photo of the interior and one of the panel that I saw on the ad. The interior picture show the interior trim is falling off. That might not be a big deal except that someone who cared about their airplane would fix that. Florida is always concerning because of corrosion. How long has it been there and how much has it been flying? How has it been stored? I agree that log books would provide a lot of useful information, including how much maintenance it has been getting. I don’t think the high TT is a huge issue as long as it wasn’t being used as a trainer or rental. You’ll want to look at the logs for 100 hour inspections to check for that. This Mooney has the electric gear which means it has some risk if the gear motor goes bad in both money and time. They are expensive and hard to get. Some of us prefer the Johnson bar for that reason. Based on the price I suspect it will require some catch up maintenance.
  11. None available as far as I know. While there are mogas approvals for the O360 the Mooney airframe has never been approved.
  12. LASAR may be able to repair the nose gear dent and update it if it doesn’t have the stops. They also may have an exchange unit. The big issue is sometimes they have exchange units and sometimes they will repair and sometimes they don’t/won’t. So you’ll have to call them to find out. They are also a good source for all the bushings, hardware etc.
  13. I rebuilt my steering horn using new bushings. Whether that is possible depends on the location of the wear. I believe the two different steering horns can be interchanged as complete units but the sub assemblies may not be interchangeable. I.E. can’t take half of one and splice together with half of the other type.
  14. I’d second this hypothesis. How did the mechanic isolate the play to the tail of the plane?
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.