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danb35

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Everything posted by danb35

  1. danb35
    Quote: KLRDMD All true, but none of that was brought up as an issue
  2. danb35
    Quote: KLRDMD Your safety pilot only needs to be 'category and class.' That's airplane, single engine land. He also needs a current flight review and medical (as he is required crew). He doesn't have to have a complex endorsement nor be instrument rated.
  3. danb35
    Speaking of insurance, I bought '48Q in early 2008 as a 75-hour private pilot with 1.5 complex (the test flight before I signed the papers), no instrument rating. For a value of $66k, the premium was ~$1800, and required 15 hours of dual before I soloed, and 10 hours of solo before I had passengers. The insurance was underwritten by AIG (now Chartis) through AOPA insurance. Avemco quoted nearly double the premium for the same coverage. I was tied down at a Class C airport nearby, not on grass, which may have had an effect, but just wanted to give some actual numbers for consideration.
  4. danb35
    Seriously, what's the hurry here? I have Stan's light on my Mooney, and I like it. I'm also considering replacing it with a HID unit, probably the XeVision, to get greater light output. Stan indicates that his STC doesn't put out as much as the stock 250W lamp, but it lasts longer, and (of course) draws less power.
  5. danb35
    When LOP, the only way to know how much power you're making is to know fuel flow. With 8.5:1 compression and LOP operations, fuel flow (in gph) * 14.9 = horsepower. For the turbos that run around 7.5:1 compression ratios, the multiplier is different; I think I remember hearing 13.7, but I wouldn't bet on it.
  6. danb35
    I'm sure that part of the reason for the higher price on the LoPresti light is that it is STC'd, meaning much less paperwork hassle for your A&P/IA to (legally) install it. Another part of the reason is undoubtedly the LoPresti name.
  7. danb35
    You'd be better advised to start a new thread about the autopilot problems. For the XeVision, I've heard very good things about them, but have no personal experience. Be aware that they're non-certified, so I'd recommend asking your A&P about installation approval. If you don't already have one, find a good one before spending any money. He'll likely need to obtain a field approval from the local FSDO for the installation.
  8. danb35
    Did you have a question? And is your caps lock key broken?
  9. danb35
    Quote: flight2000 - EI MVP-50 or EMD-930 or EMD-830 (can't really decide at this point although leaning more towards the 830 right now)
  10. danb35
    An alternator conversion could get you increased capacity (if you upgraded the wiring and circuit breaker appropriately), and would get you increased output at lower RPMs, like at idle. It can also save you considerable weight. The Plane-Power conversion gets good reviews for around $700, IIRC. If you want to keep the generator and just replace the regulator, the Zeftronics regulators enjoy a good reputation.
  11. danb35
    Quote: DaV8or I'm not sure on this myself, but I'm going to find out. I believe that the metal panel itself is considered a owner produced part and needs a 337 with field approval. Maybe I'm wrong, all I know is it's done all the time, so the professionals that are going to do the work will figure out the paper nonsense.
  12. danb35
    If you were able to apply take-off power, you weren't leaned enough--proper taxi leaning is so lean that the engine will just stumble when you do your run-up. That way, the mistake of forgetting to enrich the mixture is impossible (or at least has minimal consequences). For leaning in the climb, note your EGTs at full power, full rich, sea level, and lean to that number as you climb (every thousand feet or so). For me, it's about 1250 deg., but your installation will likely vary. I doubt that 1300 deg. is too rich, but it's possible that it's too lean.
  13. danb35
    You can get all the lube and other fluids at Spruce, Chief, Wicks, etc. Probably even Sporty's. You'll want AeroShell 5, 6, and 7 greases (and 22 for wheel bearings, if you're going to get into those), MIL-5606 hydraulic fluid (for the brakes, and flaps if yours are hydraulic), and Tri-Flow (available at ACE and probably other hardware stores) for most light lubrication needs.
  14. danb35
    Unfortunately, it doesn't appear that the Mitchell guages are approved for Mooneys.
  15. danb35
    On my 430W, a glideslope is generated on many non-LPV approaches--in fact, I'd say most of them. There are some criteria where the GPS won't generate one, but it seems that it does by default.
  16. danb35
    Both Dave and I have posted about digital replacements. I'm not aware of any certified digital replacement that will fit the same size hole, though.
  17. danb35
    It's my understanding that Air Parts of Lock Haven (http://www.airpartsoflockhaven.com/) can repair/overhaul any of them. For the fuel gauges, though, make sure it's the guage, rather than the sender or wiring, that's the problem. Or you can buy an EI MVP-50 and replace pretty much all the engine instruments with that, for around $5k + installation.
  18. danb35
    Quote: jlunseth At the FAF I turn Alt Hold off ( I don't have Alt Select, just Alt Hold), then use the CWS to set a nose down pitch appropriate to the descent rate I want. From there the plane flies itself down to the MDA.
  19. danb35
    I believe the shaft does need to be replaced. Mooney has a drawing that calls out the required changes, but I don't have the number handy--I'll keep looking through my logbooks and post if I find it.
  20. danb35
    According to the W&B records for '48Q, the McCauley 3-blade prop is 68 lb., 5 lb. for the spinner. The Hartzell 3-blade (not sure which model; installed in '97) is 71.35 lb. with the spinner. The 2-blade now installed (which is the original model) is listed at 53.75 lb., not clear if that includes the spinner or not.
  21. danb35
    If you're following an STC, there's no need for any involvement whatsoever with the FSDO, much less for pre-approval. If you're not following an STC, my understanding is that they should kick it back to you and tell you to use an existing STC.
  22. danb35
    Depends on the alternator, as I don't think that model came with one from the factory. If it's the InterAv, the alternator is $335 from Spruce: http://www.aircraftspruce.com/catalog/eppages/interavkits.php You don't need the kit, just the alternator. Might be worth checking with a welding shop, though, to see if they can weld the tab back on.
  23. danb35
    I have Stan's H3 bulb, and I'm pleased with it. I'd like to install HIDs, but that's some $$$ that I could use for avgas instead...
  24. danb35
    The info I have on them is from here: http://www.boyercreative.com/mooneypics/ShoulderLites/
  25. danb35
    You could probably spray it with a clear lacquer.
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