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Awful_Charlie

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Awful_Charlie last won the day on March 27 2013

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About Awful_Charlie

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    Won't Leave!
  • Birthday June 16

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  • Location
    Yurop
  • Reg #
    2125K
  • Model
    1998 M20M

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  1. @philiplane makes many good points that are all worth checking out before getting it done. After 100 hours the engine should have bedded itself in well enough to balance, but if you are going to do GAMIs, then I would suggest you get this done (or at least do the test to determine if you want to do them) before balancing the prop (or be prepared to balance it again!) I had mine balanced a few years ago and very pleased with the improvement, but having changed the engine it is overdue to be done again
  2. From the POH there is only 0.6 knots margin on the stall speed for certification with the current 3368lbs. If you look at the overweight ferry SI (SIM20-133) you'll see the 15% over gross figure is 65KIAS which is not an insignificant speed to get back somehow. Whether the solution is VGs or modified flaps or something else will be up to Mooney. Also bear in mind the climb performance - particularly the Bravo with only 270bhp. You're going to use nearly 10hp just to carry up 400lbs at 500fpm, and that's before your consider the extra induced drag to overcome. From experience I can tell you tha
  3. If you check out the specifications of the altitude compensating regulator and the adapter fittings called for in the POH, then you will be able to work out the litres per minute expected for the altitude you are interested in. To measure it, a large variety of flow meters are available, just choose one that fits your immediate (and maybe longer term) needs
  4. You probably want be be sure of the VAT status and implications - you might have to import it via an EU country and pay their VAT rate, you might possibly get the Swiss VAT (MWSt) refunded. G1000 Non WAAS - you can read a lot elsewhere on here, but my understanding is that is it not cheap (or maybe even available?), and without you only have ILS for a 3D approach, and they are going away in favour of LPV.... Gear actuator - make sure it is the model you can get the springs for. Complete exhaust system - the transition is the really expensive part, but the other bits soon add up,
  5. Just about aviation: https://www.liveleak.com/view?t=sjT2Y_1618753383
  6. No idea of the Eagle assembly, but on a Bravo the stacking sequence is different by the position. RTFM, look at the components, then RTFM again, then go an look at the installation.
  7. Good for long trans-Arabian flights too!
  8. For longer distance touring off the beaten track, I have a scissor jack with a short length of angle welded to the top to catch/hold the spindle. That can lift any single wheel easily - easier than using the jack points in fact as it doesn't have to extend to take the compression of of the doughnuts. I'd only ever use it for wheel/tyre/brake attention though, obviously it is useless for any sort of retract test, so only need the one too
  9. I've got a '98 Bravo, and suffered the same problem. 1st attempt. Cleaned up the pin with crocus paper and used a hollow punch to drive it back in. That lasted a couple of flights 2nd attempt. Cleaned it up again, and drove it in after putting some epoxy glue on the mating surfaces. Lasted a couple of months 3rd attempt. Removed the backplate from the seat (that requires either semi-removing the seat covering, or 15" long double jointed fingers), cleaned up again, a 1 second touch with a mig welder & re-paint and them re-assembly. Lasted for a few years so far. 1 & 2 I di
  10. With the lock downs over here, I'd not driven the car since early September so went out today to remedy that. Blessed with an oil temperature sender, it was interesting to see that although the coolant was warmed up to normal after 15 mins / 25km, it took about double that to get the oil up to normal temp of 85-90 dC consistently. Part way through the drive I could see the effect of the oil thermostat operating - the oil temperature would creep up a degree at a time, and then step back 7-8 dC to repeat, gradually increasing over a dozen or so cycles. Surprised me how long it took to get t
  11. Well, I suppose an aircraft on fire won't need to worry about the icing aspect
  12. Remember Thermawing? Never really took the market over despite the promises, and needed an additional 7500W (that's 300A at 28V) alternator Edit: 2008 Aviation Consumer review
  13. Look at your alternate destinations for each leg! All very well planning a 600nm leg, but if the alternate is another 500nm what will you do if you need it? I normally plan around 170KIAS at 14gph so similar mpg, but you may be a bit more range limited. DO get a life-raft and survival suits if you want to raise the survival chance above zero (and check your insurance for SAR cover) The winds have less of a prevailing westerly westerly element so far north, so just assume it *will* be a headwind for every leg, and then work out how much you can cope with before it becomes a 'no go' La
  14. I did the install in 2017 with some BizJet engineer friends and would recommend giving the job to someone who wants it and not to a friend! The kit is comprehensive and Jose was a star when we had questions, but unless you can play the double-jointed telescopic armed critter with eyes on thin stalks that see in the dark, then give it to someone else to do. And then there is the PRC which sticks to hair and skin better than sh*t to a blanket (and better than to aluminium it sometimes feels like!)
  15. Cessna driver is better at keeping the nose wheel on the yellow line but it's the 747 driver that really needs to
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