Jump to content

byrdflyr

Basic Member
  • Posts

    59
  • Joined

  • Last visited

Everything posted by byrdflyr

  1. As I was ordering the EDM 900 just yesterday, I had the option to add a fuel pressure sensor ($400 option), and because the K's never had fuel pressure, I opted not to add it. My sense of it - if you can see GPH, MP, RPM, . . . and you can hear if the engine is running normally, so I'm not sure what more fuel pressure readings are telling you. In my M20C, I turned the fuel pump on at idle rpm, and the pressure reading would go from 4 to 6, so I knew the fuel pump was working. That's all it did for me.
  2. You are correct. Confirmed today that EDM 900 has the option of including a single warning light that can be installed front and center and will illuminate when programmed parameters are exceeded. The EDM 930 has the RAD, which is also optional, I'm told, but it comes in the box when you buy the unit. You cannot get the RAD with the EDM 900.
  3. I had the same thing happen. The problem started as mag check, and no drop in RPM at all. Found a broken ground (P wire?). The fix, put a new terminal end on the P-wire and reattach. Surprise, mag check, 1st detent, normal, 2nd detent, engine dies. Problem was the mechanic trapped some of the wire insulation in the new terminal with the hot wire, so it grounded out the mag, and when running only on that mag, the engine died.
  4. I'm not 100% sure about this, but I think the RAD (or similar redundant warning system) is mandatory with the 930, because it will continue to display MAP and RPM even if the 930's screen goes dark. I think if you lose the 930 screen, you've got an urgent situation and should land because you lose visibility of critical engine and fuel monitoring, but the RAD will at least give you backup CHT readings, MAP and RPM. I got the impression that the RAD was mandatory if you're relying on the 930 as primary instruments. I'll probably put it front and center above the Aspens.
  5. According to Aspen "All Evolution displays will be MAX-based. The Aspen website says the Evolution 2000's MFD has full PFD instrument redundancy, so there's no need for the vacuum-based AI, or a separate independent electronic AI (e.g., a Garmin G5). You're right, I need to keep the Altimeter because it sends the signal to the altitude preselect system. Aspen offers a preselect system for the KFC 200, but I have a KFC 150. I'm going to explore that, but so far, that's my understanding on the altimeter and preselect system. As for the IFD 540 vs. upgrades GNS 530, I'm sold. Where can I buy a reliable used IFD540?
  6. Panel Upgrade Plan 2018 v4.pptx I have a pretty extensive upgrade planned - which I'm planning to do at Santa Fe Aero Services (Sante Fe, NM). If you have experience with that shop, I'd like to hear from you. Good, bad, other? I'm going to remove a lot of working instruments (all work fine except for the old Garmin GPS150), so if you're interested in any of these, take a look at the PPT attached -- the items in red below the panel graphic are being removed, and they'll be available starting about Dec. 15-30, 2018, as the work progresses. I'm going to Aspen glass w/o vacuum system. You can see the plan in the attached Power Point deck. To save some money but get all the functionality I wanted, I'm making a couple of compromises. I've decided to upgrade the GNS 530 to WAAS, and the GTX 330 (mode S w/ traffic) to a GTX 345, to get ADS-B in/out with traffic and weather. I originally planned on an IFD550 (which plugs into the GNS 530 slot with minimal labor, a stroke of genius by Avidyne because upgrading to the GTN 750 requires a lot more labor/cost to install). I'm also very impressed by the Avidyne's features and graphics. For those needing or just wanting to upgrade from an older GNS 530, I think that's a great way to go, but upgrading my GNS to WAAS is going to be about 4k, and the IFD550 is $20k (both w/o labor), and I think most of what you get with the IFD550 is better/sharper graphics and synthetic vision (which I will get with the Aspen PFD/MFD, so don't need to spend the money on the GPS/NAV/COMM. I'm not aware of any really significant feature the IFD550 has that's missing on a GNS530W. I know there are some Avidyne bells and whistles that make some functions easier and faster. but the data feed into the Aspens will be the same. Am I wrong about that? My 231k has the 262 conversion, TKS, dual alternators, and I'd like a very capable IFR platform. Any suggestions on this plan are welcome, because there's a lot of variables, and products on the market.
  7. OK, answering my own question, leaves me with more questions: according to an article on the Encore in AOPA from 1997, there's this: As it turns out, a modern-day 252 is the answer, according to Mooney. First announced last fall, the new Encore takes all that was good about the 252 and adds a decade's worth of panel and interior refinement along with a little engine tweak that boosts horsepower by 10, to 220 hp. Those extra horses don't really affect the cruise performance, however. Instead, the additional power is needed to lift the 230-pound maximum gross weight increase that comes with the Encore, a greatly needed improvement over the 252. AND THIS The increase in max gross weight required Mooney to run nearly a complete recertification program on the 252, according Thomas A. Bowen, Mooney's director of engineering. To handle the extra loads, the Encore uses the beefier landing gear found on the longer and heavier Ovation and Bravo. The 252 used the same landing gear as Mooney's other short-body product, the 200-hp MSE (soon to be renamed the Allegro). So it appears that the combination of 10 more HP, and beefier landing gear is the basis for 230 more HP, and I'm speculating that it is really more about the landing gear (and perhaps beefier brakes) than the HP. Anyone know how much each of these variables affect the UL calculation?
  8. What did Mooney do to get the 230 lb increase in useful load from the 252 to the Encore? I think the engine went from 210 to 220 HP, but that alone wouldn't justify a 230 lb UL increase. If you own a 252 (or a 262 Trophy conversion with an MB engine, 252 cowling, dual alternators, etc.), and you wanted to get the 230 lb increase in UL, could that be done through the FSDO?
  9. If they were mine, I'd take detailed pictures of the paint, interior and avionics, gather all of the important data (TTAF, SMOH, when was the last annual, what were the cyl. pressures, etc), and then get in touch with All American Aviation in San Antonio, or some other dealer that sees a lot of Mooneys. Even if you pay them for some of their time, they will know the condition, cost to refurb, and potential market values. I have a 1966 "C" and would be interested in the turbo engine if you're decide to sell it apart from the aircraft. Austin Sent from my iPad using Tapatalk
  10. From the album: #byrdflyr's album

    Restaurant was closed, but lots of jumping out of perfectly good airplanes up here, and very busy non-towered airport this day.
  11. From the album: #byrdflyr's album

    Flying from COS up to Longmont with Joel Paine.
  12. So I'm having similar problem with gear (1966 C model). Gear partially lets down, but would not extend fully, and would not retract. Breaker did not pop. Up on jacks, the gear cycled properly several times, then would quit mid-cycle. It started again when you tap on the down relay, or up relay, or on the motor itself. So it could be "dead" spots, or sticky relays etc. My pucks are pretty new, and it was not too cold, so I don't think it's the squat switch. I'd like to send the motor-actuator to LASAR and have George's Electric rebuild, and install the 40:1 gear upgrade, AND replace the up/down relays. All in, that's about $3,500, but I think it would be reliable for another 10 years (periodic inspections/lubrication). Don Maxwell's site says there's a question whether you must comply with the AD and do the 200 hour pull and inspect the worm gear routine if you do the 40:1 upgrade. Has there been a definitive ruling on that? What's the convention?
  13. I could use some landing gear relays, PN# 6041H50A (now obsolete); or 6041H53A (newer version), and perhaps the dukes motor/actuator. Do you have those?
  14. I have an M20C, and just replaced the Dukes 440-00-21A fuel boost pump at $1000, returned my old pump (leaking), otherwise the core charge would have added $600.
  15. Remember when looking at the gear retraction tests with the plane on jacks, the engine is not running, so with just battery power, the motor is going to turn more slowly. At 2700 RPM climbing out, your alt or gen is providing more amps to the electrics, and the gear retraction will (should be) faster. Seriously, in my "C" model, it seems to take about 2 seconds max. Gear down seems even faster, so if I pull the gear up, and drop it down, that's about a 4 second cycle, with the engine turning at T/O power.
  16. Next annual, when your plane is on jacks, watch the gear retraction test. It takes about 1 second for my gear (1966 C with electric "dukes" gear) to fall into place. Say "One Mississippi" and that's the minimum time you actually need to drop the gear. When getting my instrument rating a couple of years ago, my instructor challenged this practice, until he saw how long it takes to drop my gear. But you have to remember to get the gear down if you lost power after getting the gear up and deciding to land on the remaining runway, or another runway in the same environment. I don't know of any other a/c that retracts or puts down the gear as fast as a Mooney. So the CFIs and others out there that are cautious about pulling up the gear with useful runway remaining are right, when they're in an Cardinal, Arrow, or Bonanza. If you needed to put the gear down back down, it would take a while. I'm amazed how long it takes a Bonanza or Barron to retract gear (there are examples on you tube if you search gear retraction test). So I'm of the "positive rate, retract gear" school of thought. If you're on a 8-10k runway, you'll have a mile or more runway underneath your clean belly, but you'll be accellerating and climbing, giving you more safety than gear out would, IMO. I retract flaps at 500 AGL, so usually within 30 or so seconds, I'm clean and climbing at 105 mph or better, assuming there's no T/O minimum or obstacle clearance issues. I live in the mid-south, where airport elevations are typcially under 1000 MSL, and there aren't many terrain issues.
  17. In many industries, especially selling products with high acquisition costs, parts and service are the profit center, not the sale of the primary good. For instance, MRI machines are sold at cost or below, and then annual service contracts and upgrades are where you make money. I don't think Mooney (or perhaps Cirrus) make much money on new planes, but can make money on service. I agree it is unlikely that Mooney will produce a new version of the M20. I agree it is unlikely that anyone will buy Mooney and invest in developing a new airframe (M2x). What seems most likely to me is that someone will buy the factory OEM parts and service operation. Perhaps the current Mooney owners should pull together to do this. It has been done before (didn't Eclipse owners buy out the company)? We've seen other makes purchased with the intent to re-produce legacy designs (American General Tiger, Luscombe 11, etc.), only to suffer the same fate due the generally poor economic conditions. Folks, the global economy will recover, but the most likely place to produce new airplanes is not going to be in the over-regulated, over-litigated USA. It will be Brazil, India, or China. They have the engineering, labor, technology, and capital, to build new designs from scratch. When "basic" new airplanes built in the USA cost $400+, you will see planes built OUS for the lower cost segment of the market. Other thing that strikes me is: 1. pilots in the US are probably aging out at a much faster rate than new certificates issued; 2. Recent Ex-military pilots (generally) don't seem to be as interested; 3. Airline pilots (generally) don't seem to have the romance for flying like in the 50s-90s); 4. If the active and retiring airlines and military aren't supplying GA pilots (e.g., more UAVs, fewer F16s), and learning to fly? All of those factors mean a lot of used inventory out there, so why would anyone (other than a multi-millionaire or flight school) buy a new GA plane? The rest of us (mostly weekend pilots) can pick and choose from a vast supply of used for a fraction of the new cost. Would I love to see Mooney bring back new production, sure, but it wouldn't make sense becaue the wonderful design is dated and expensive to make and sell (here in the US).
  18. GET A MOONEY. You can fly it, and will regret flying (much less buying) anything else. I trained in 152/172, and bought a M20C with about 87 hours TT. I purchased N957MA for about $45k in 2006, when times were very good, from a CFII (MD-11 instructor), who agreed to do my initial complex training (he very generously got me through the first 10 or so hours and we did emergency gear extensions while flying (not just on jacks) and most importantly practiced approach speeds, and "turn to final" stalls at a safe altitude). I've put about 250 hours on the Mooney in the past 3 years, installed some new avionics (see my photos), got my instrument rating, and now think little of taking my 1966 "C" model on a 600 mile run from Memphis to St. Augustine to visit my Dad. At sub-100 hours, I found the Mooney EASIER to fly than the 172 because it is more "solid" feeling and landing it is really no problem (the gear is wide and ground effect actually softens the touchdown, I find). Gear, prop and cowling controls are not a difficult adjustment. And things don't really happen that much faster. Buy a C, E or F model with an updated panel, and do not be intimated by legend or lore. These are Everyman (and Everywoman) airplanes that will do more, faster, safer and with more efficiency and style than anything else you could pick up for sub $50-60k. They are not difficult to land. Spend more (on a Mooney) if you have it. I'd like to upgrade to a M20K 252, Bravo or Ovation soon. Of the several reasons to upgrade to a mid- or long-body Mooney, watching a tall person get into my back seat the first time isn't pretty, but once inside, everyone in the back seat can be reasonable comfortable. I'm 5'11", 200, and my dad is 6'2", 230, and we do just fine side by side. I've had my friend Gary on board at 6'4", 230, and he's also comfortable in the front. I've carried 4 full-sized adults in reasonable comfort for several hours. There's a surprising amount of room inside, although it doesn't look like it. Given all the pros and cons, I don't know why anyone would buy anything else. ABB
  19. Help. I noticed my overhead lights were on the other day when they should't have been. I reached up to turn them off, and the knob to the Pot was very hot. The metal plate behind the Pot was so hot I couldn't keep a finger on it. The knob is difficult to turn sometimes (crunchy), and sometimes gets stuck full on, or I turn it off (click detent) and the whole assembly cools, but turning it on in any position it really heats up. The variable voltage or resistance (dimming) is intermittent, or doesn't work at all. What is the best strategy here for a 1966 model? A. Remove, clean, return and see what happens? Could it just be dirt? B. Remove, rebuild? C. Replace? It seems a simple thing to replace, but do I need to order this from Mooney?
  20. My "C" doesn't have speed brakes either, but gear speed is 120, and I fly under the Memphis class B every trip. If I'm coming up on Bravo airspace a bit high or fast without a code, I cut power, level or climb slightly to 120 mph, drop gear, and then I can descend at 120 mph by more fpm over distance than clean. Once you're under the B airspace, gear up and motor on until your usual gear-down spot in the pattern. I have also done spirals to keep out of B airspace. Sometimes it is because ATC is busy and I called too late. BUT, your right, that is not something I ever dealt with in a 172, primarily because I never flew much higher than 5k or faster than 120 mph. In Mighty Mike Alpha, even on a 1 hour trip I almost always file IFR or use flight following, and usually cruise above 7k msl at 140 mph indicated. With a good tailwind and descending, I see ground speeds of 200 mph, or a mile every 20 seconds, so the B airspace can sneak up on you. Have fun!
  21. Two thoughts: 1. Departing BNA I was in front of a Delta Connection CRJ-900 that asked the tower if he should "follow the little Cherokee" to the departure end. The tower corrected the CRJ with "that's a Mooney, not a Cherokee." CRJ said, "whatever it is, its small and I'm behind it." Tower said, "well, if you've flown both, you'd never forget the difference." 2. I usually pull up my electric gear within a few seconds after breaking ground to reduce drag and improve climb out. During my instrument training, my young 20-something instructor asked me "why do you retract the gear so fast? There's a lot of runway left and if you had a problem . . . . Don't retract the gear until you're beyond any usable runway length left." Odd I thought, since my gear comes up and down in about 1-2 seconds, really. I was just reading the AOPA story on the new Technam twin. Gear speed is 85 kts, and takes 35 seconds for the hydraulics to reach go down and locked. Recommended procedure in that bird is to slow to gear extension about 2 miles out from the FAF, drop 'em, then drive down the final approach at 80 kts. What a drag! Thank goodness I have a Mooney.
  22. I installed a GNS 430 with WAAS, and a 496 in a gizmo 15 degree angle panel dock. See new panel in photo gallery. It is a great combo. With the 430, you get legal and very accurate IFR guidance, including instrument procedures, and you can overlay an ILS or other approaches. It anticipates turns, keeps you on track, and you download the approaches periodically from Jepp, so it stays current. You can also update the terrain from Garmin (but so far I haven't done that). I highly recommend a panel-mounted fuel monitor (e.g., JPI FS 450) integrated to your GNS 430, tells you how much fuel your burning, have on board, need to destination (or waypoint), reserve at destination, and other info based on data fed from the 430. I don't think the 496 or 696 integrate with the fuel computer. I wish Garmin and Jepp could work it out so that you could update both terrain and approaches from the same site, but that is another subject. The 496 in the panel is AWESOME because of the XM weather (which is up to 5 minutes delayed), but I've found it to be very accurate in real time, picking through build up. You can see a towering cloud (one side of it) in the distance, look over at the 496, and see the bigger picture and intensity. The 496 also is easier to navigate and interpret for "nearest airport" and displays updated METARS as you fly cross country. I don't see any advantage to an additional panel mounted display and GL69 for weather, which is thousands more. You also get airport diagrams and current position which is helpful if you fly into a big airport now and then (777's don't have that, I'm told, but they have a microwave oven, which is nice). And, with a 4 plc intercom, you and your passengers can choose to listen to news shows, live sports, Willie's Place (my favorite) or French hip hop (not my favorite). I'm still very impressed. Add a Kindle DX and you bring all of your full-size approach plates, SIDs, STARS, alternate mins, etc., in a skinny e-book. With this set-up, I feel about as situationally aware as anyone can be. The only thing I can't figure out is whether to serve peanuts or pretzels?
  23. This is an exciting subject. I've owned my M 66 C model for 3 years and have logged about 220 hours. The positive control system never worked, and the step is wired in retract position all the time. I know that's two issues, but as both are vacuum operated, I thought they might be inter-linked. I have two questions. I'm in mid-annual right now, so it would be relatively easy to take out the p-c system components (rubber is obviously torn in places) and send them to Brittan for repair, and re-installation; or, just get rid of all of the p-c stuff and install a single-axis a/p? Also, will repair of the wing-leveler vacuum enable the retractable step?
×
×
  • 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.