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Awful_Charlie

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Everything posted by Awful_Charlie

  1. And very grateful of your generous hospitality too - just wish I could do more of it :-)
  2. Thanks The gadget is an emergency egress hammer ("Glass Breaker") and seat belt cutter - with all my time over water, last thing I wanted was to be trapped inside!
  3. With a heavy heart, I've listed my Bravo with Europlanesales in the UK. It seems my eyesight is failing such that I'm unlikely to get a medical again Very new engine (less than 200 hours since factory exchange), Avidyne IFD and Aspen stack, Avidyne active traffic, JPI EDM700, Stormscope, FIKI TKS, Monroy, LED Nav lights and strobes, leather interior, a big bundle of spares and cores as well as standard equipment. All new batteries (both mains, Aspen, Castleberry, ELT) last annual EU VAT imported, it's been well travelled with me (Middle East, India, Bangladesh, Thailand, China, Oshkosh) https://www.europlanesales.com/aircraft-for-sale/mooney-m20m-bravo-for-sale/
  4. If you figure on 10-15k each way you should be in the right sort of ballpark. It won't be much less, but could be a lot more depending on the weather and constraints you put in. If using a ferry company, before you use SkyFerry and/or a Mr Weaver, do a very thorough internet search, starting with here and pprune before deciding to part with any cash (probably applies to any ferry service) On the other hand, I can personally recommend A2B and David Plange Also, if this is a permanent or long term import, there may have taxes to pay on arrival - do check the limits out! Related: how hard is it to get your FAA PPL or CPL converted to the EASA equivalent? If you don't have to convert it then don't! On the other hand if you must, then although it should be the same in all EASA states there is some variation. Remember the UK is no longer an EASA member too! It depends to a degree how many hours you have as well as the licence type, and if you have an IR to convert as well
  5. With the record discrepancies and various equipment removals and additions, I think it is really time for a re-weigh. If you've arrived at a starting point where you can't be sure of the numbers, there's little point in wildly adding and subtracting from it in the hope you will end up with a more accurate figure. Alternatively just go and fly it with a couple of heavies in the back seats and stall it - if you end up in a smoking hole then the CofG was probably too far aft. Go again with a couple of heavies in the front seats, then if you smash the nose gear off on landing then it was too far forward
  6. A lot will depend not only on the field owner, but also on how long you have to prepare, what season it is, and how long the message has to be visible for. Start with thinking mowing/harvesting, fertilizer (or weedkiller ) whitewash/paint, pinned down banners or reels of paper pinned down to make letters. With harvest season not so far away for some crops, you might be able to encourage a farmer to write your message with his combine/mower/tractor, but expect him to want to finish the rest of the field the next day. Alternatively, if you have scant regards for the landowner, then weedkiller and a few weeks can do something like this
  7. Farmer upset about the quantity of overhead traffic
  8. Whenever I hear "Boom" I am just waiting to hear "Bust". Don't get me wrong, I'd love them to succeed, but a stake in the ground for what to expect can be shown by the necessary resources and costs of Concorde some 60 years ago (3.4Billion GBP)
  9. Just give Jose a call/email/pm. (monroyaero.com) When I bought/installed in 2017 he was super helpful and a pleasure to deal with - even after the purchase. The kit is several pieces of metal, nuts, bolts, drain values, labels and a substantial quantity of PRC (the latter has a shelf life) as well as the all important paperwork. IIRC shipping was a few hundred and you have whatever your country's import duty & tax too (EU civil aircraft parts are sometimes duty exempt, but my experience is that you can never be sure to avoid it. MWSt/TVA/VAT/(tax) is very rarely avoidable in my experience!)
  10. If you can get a kit, Troyes Aviation in France can do it (at least, they *used* to be able to do it) Give Francoise/Antoine/JP a call there. I also think there is a "Weep no More" franchise operating in NL or BE - they can probably do it too for which I expect Bernard Maeterlinck will know how to get in contact. Any easy to do - certainly not! Look at my earlier post. If you want to DIY, put aside lots of time (and buy volumes 3 and 4 of new curse words)
  11. For constant flow in the FL's, 2lpm sounds on the low side, and therefore potentially downright dangerous. Of course the FL could be just about anything (eg they start at FL030/3000' in the UK!) - check out the FAA requirements in FAR 23.1441/23.1443 My Bravo has an 803216-03 regulator, and that has a max flow of 85lpm (at 35,000') which with Green adapters gets 3lpm per person at 20,000'/55psig/62psia Do take care out there
  12. I have no idea what a 930 does, but an 800 increases the sample rate to 1 per second when you go into lean find mode. For your existing download issue, I would first try clearing all the files from the USB stick, and if that's no good, then (re)setting the clock, do a full download and then go fly and try an incremental download. Good luck with your upgrade if none of the above is any use
  13. @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
  14. 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 that at gross and ISA+30 the climb is already rather anaemic! I wouldn't be surprised to see some sort of temperature limits applied. For takeoff and landing performance, it will be whatever it is - unless there's a whole new wing or new (more powerful) engine, then the TORR and LDR are just going to be more (you've got to accelerate all that mass) - if that means you need a 10,000ft runway, then it is up to the PIC to determine if it can be done. From the same SI there is also the +2.5G limitation, but as the normal category requires 3.8 then it wouldn't surprise me if anything more than a couple of hundred pounds increase involved a number of very expensive and invasive modifications, also worth a look at the SI to see the resultant W&B envelope might look like. Regulations also specify that MLW can be a minimum of 95% of MTOW so there's the whole gear issue already mentioned - the existing 3368/3200 is using the full extent of the allowance. Tailplane limitations will be interesting - supposedly the long bodies are already close to the limit with a forward CofG and full flap, with extra limitations if icing has been encountered. Unless a significant CofG limit is applied, then this might require a new tail and elevators, maybe even a whole empennage? The price continues to go up.... I'm not in any rush, but would probably be interested in a 200lb increase. If there was a 400lb option for $$$$ and a 200lb option for $$, I wouldn't look at the 400lb option, on the basis I already have near as dammit 1000lbs available, and: a) If I'm going somewhere with four 200lbs adults, you can pretty much bet that after 3 hours one is going to need to pee, and everyone will be ready to stretch their legs (unless you are four masochists). In any case, you wouldn't pile four large adults in a mini to drive cross country for hours and hours without a break so why do it in a Mooney? At 90lbs/hr of fuel, then 1200lbs usable even gives a small amount of baggage! b) A couple of my regular routes go near super cheap fuel - 1200lbs usable means I can pickup full (Monroy LRT) fuel (730lbs) with two adults and long weekend bags
  15. 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
  16. 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, and the welds of the Lycoming parts frequently seem to be a weak point. Normal Mooney, more so with the LRT option - fill the tanks to the brim and leak check Turbo - Most Malibu owners I know budget on replacement at 1000 hours. My limited experience suggests that a Bravo may not be that much better. Don K and others may have more/better experience FIKI - yes, check every panel (consider a couple of gallons of distilled water it you don't want to drip a few hundred dollars of TKS on the floor) O2 Cylinder replacement date - it's probably coming up or just been done. Not a massive ticket item but requires some lead time/preparation. It feels a little on the expensive side to me, but then if all the above are not issue, the rest is all good, and the VAT is not going to be crippling, it is certainly in the right ballpark
  17. Just about aviation: https://www.liveleak.com/view?t=sjT2Y_1618753383
  18. 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.
  19. Good for long trans-Arabian flights too!
  20. 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
  21. 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 did in the aircraft, 3 was a seats out job (can't easily get the left seat out without removing the right). Tip: If you can't easily get a new correct crimp nut, use a torque wrench to get the desired friction level, and then remove and replace using a non-permanent threadlock. I guess a nyloc would have an equal effect, but that is not what is in the IPC! One of those "oh so simple" jobs that takes a totally disproportionate time to fix, but sometimes simple things can bring a disproportionate pleasure too!
  22. 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 the whole thing hot
  23. Well, I suppose an aircraft on fire won't need to worry about the icing aspect
  24. 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
  25. 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' Last year coming eastbound back from Osh, I chose to launch knowing I was going to pass to the north of a low with winds up to 70kt on the nose - the projected movement of the low was going to make the leg impossible for the following day(s). I landed with an hour reserve at Reykjavik - was still uncomfortable plotting planned vs. actual en-route! Check airport opening hours (or, depending on how deep your pockets are, the cost of using an airport outside of opening hours). If funds are limiting, do not spend any more time than you have to in Greenland. (Iceland isn't much cheaper though) You will find some airports have fuel by the complete barrel only (this and a trip to China was the reason I put the extended tanks in originally) - if you've got space for 55USG but that last 5USG is going to cost you the same as the first 50, are you going to uplift the 50 or 55?
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