takair

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About takair

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  • Website URL
    http://Www.flightenhancements.com
  • Yahoo
    flytakair@yahoo.com

Profile Information

  • Gender
    Male
  • Location
    Oxford, CT
  • Interests
    Aviation
  • Reg #
    N7125U
  • Model
    M20E

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  1. You may want to look at their STC replacement part. Very well made and corrects all the wear areas.
  2. Agree, that should not break without other damage...
  3. Your floor jack analogy is close....but....like using a floor jack while sitting on a stool. I think the thing that gets folks is the release from the lock. It is a little awkward at first. Beyond that, it is the need to be slow. People have a hard time releasing the lock and then let the speed get away. They may even push on the yoke, making things worse. Once released, they should get the nose up a little and slow down or give a slight bump of negative G while swinging the gear. Once you get it, it's like riding a bike....kinda....
  4. If he wanted to mess with us, he would have mentioned running it LOP with the new engine.
  5. It's where my cowl flaps are. Is it possible someone tried to modify the fixed cowl flaps to make them movable, and they are not working right? Perhaps the spring back is because whatever it is trying to move is stuck?
  6. You just made my day! It has been yeas since I saw the VFR flights. I blamed the FAA for filtering them. It looks like the "app" does not have those setting changes. When I went to the full internet page and followed your instructions it worked. Thanks much!
  7. I looked again and can't find such a setting. Do you have a premium account or the standard free account?
  8. Do you need to stiffen the upper cowl without the doghouse? I can't recall when they went away from the thin sheetmetal of my 64. Curious about the hoist. Do you need to pull engine mounts to do the install? Can't wait till you have the erparlier models.
  9. I bet there is a J owner out there willing to trade...maybe even an E owner....
  10. I still switch every 30 minutes since I do more short flights than long. It seems to work out that way for multiple flights. My 396 has an automatic reminder set. I don't use the pump, but interestingly, I do notice a very slight, momentary, decrease in fuel pressure some seconds after changing tanks. You literally have to keep watching it to see it happen, and then it is a drop of about a needle width that recovers as fast as it happens. It probably occurs three seconds after flipping the tank and happens every time. I don't know if the electric pump would make a difference.
  11. KDXR used to be a hub of Mooney activity and mechanics. Used to be the home of Conn Mooney. Not sure who is left down there, but you may ask around. Brings back memories. My first job was at the old Piper hangar on the field and the first job I did was swapping an engine on a 231. When I was done, the boss did a quick check and said "get in". As I recall, only a minor oil leak caused by a scratched AN fitting on the turbo line. Either way, was a great learning experience. Also soloed at KDXR. There are a few Mooney owners up the road from you, here in Oxford. If you want to talk Mooneys let me know. We are usually at the airport part of the weekend.
  12. Do you have a picture? What prop do you have? This is very strange. No vibration last flight? As Clarence said, very fortunate this happened on the ground.
  13. Did you set eyes on the regulator? You may see it through the oil door. The 5 amp fuse likely feeds the field circuit. Basically, it provides line voltage to the regulator, which then outputs a regulated voltage to the field of the alternator. If the 5 amp fuse is blowing, then I would first concentrate my attention at the regulator, which is easier to work. Try to determine which side of the regulator the short is on.....or it could be the regulator or the alternator. There are a bunch of chafe points for the wires on the firewall side, especially routing from the regulator to the alternator and it is fairly easy to trace.
  14. I think location is a significant factor. Anthony mentioned the embedded T-Storms here in the NorthEast. We also have plenty of ice and plenty of traffic in the NY City area. This does not make getting deviations the easiest. Just getting a request in can take several minutes...this should be considered. In general I've always received ready deviations outside of the NY area, but on several occasions getting a new altitude for ice or lateral deviations can take time and distance. My only encounter with a T storm was in this very area several years ago with numerous deviations denied. Today I would declare an emergency and deviate....but I hope not to get myself in that situation again. I suspect there are a couple of other areas in the country with similar situations. I am simply suggesting deviations may not be readily available if the airspace is already occupied. The key is to recognize such airspace in advance and plan accordingly...perhaps planning the flight around such class B airspace.