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DanM20C last won the day on February 25

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About DanM20C

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  1. My 69 c had a roatary on/off switch. When mine broke I called Bill Wheat, he said the original was a 115v switch commonly used for the lights on stoves. I found a similar replacement that needed some modifying with a dremell to fit.
  2. This is a great thread, I would be suspect of the accelerator pump. Two things to look for to verify its functionality. Before starting run the fuel pump until the pressure stabilizes. Turn the pump off, then watch for fuel pressure to drop as you pump the throttle. If I recall correctly, mine would drop 1/2-1psi each pump. The second thing, does you engine stumble with a fast application of power? Most people (at least I did) advance the throttle slowly at take off. A bad accelerator pump may not be noticed with a slow advancement of the throttle, but will be evident with a quick advance. If the pressure drops when pumping and the engine stumbles with rapid advance of the throttle, I would bet (I'm not a betting man) that the accelerator pump is the problem. A properly working accelerate pump is similar to a squirt gun. When I had my o-200's Marvel schebler on the bench it would squirt fuel 8-10 ft when moving the throttle. It was impressive. Good luck, Dan
  3. There was a 5kt difference between the forward and aft limit in my C
  4. I'm still planeless so I'm unsure of my airventure plans. If I make it there by Monday I will be there! So put me down as a maybe.
  5. I had really good luck fixing my panels up with Legos and glass cloth. Legos are straight abs plastic so I cut them up and mixed them with acetone in a small glass jar . Let it sit until the legos are completely dissolved. It it is too watery just let the container sit uncovered for a bit. The acetone flashes off quickly. If it is too thick add acetone. I fixed cracks and large voids by using this slurry and the glass cloth on the back side of the panel. I applied the slurry with modelers paint brushes and often would paint on and build up layers on the visible side of the panel. Once fully cured I would paint the part. Sometimes sanding was required and often I would softly bead-blast the repaired area to blend the textures together. When I was careful the repair would be completely hidden. I liked using this method because I was essentially welding the repair to the original panel. The acetone would "melt" the surrounding panel into the repair. Acetone is some nasty stuff, so be sure to use in a very well ventilated area. Cheers, Dan
  6. My fear of a collision with a tractor trailer is what led me to fly that trip. Can we get 7 figures out of that?
  7. I usually treat spine fractures (I am assuming here, I couldn't find it rereading the accident thread) for about 12 weeks in the brace. Depends a little on the type of injury, but that is a good general rule. If you are complaining about the brace, that is awesome! Given what you could have been complaining about - I'll take it. I hope all else is healing well! L1 compression fracture, and fractures of the Transverse process on L1,L2, L3. All on the left side. From what I understand on back injuries I got off easy. The back brace is annoying, but I am getting used to it. I have no pain what so ever. I'm very happy with how my back is working out. Dan
  8. I was depressed yesterday when the Doc said I needed to keep using my back brace for 6 more weeks. This thread has sure cheered me up, I'd happily keep it on all summer if it meant not having to go though what some of you guys have had to.
  9. You beat me to it. Both of these photos had VFR conditions below.
  10. My thoughts exactly. My airplane spent much more time in the sun by flying IFR up on top rather than VFR down below.
  11. 3K thick layer with potential icing conditions would make me nervous. 1K would depend on how much terrain clearance below the bases and the temps below. Here in the mid west I usually would try it if the Bases were at least 3.5k to 4K AGL. Once I flew an approach though a 1K layer with the bases around 900ft. I didn't get a lot of ice but enough to out pace my defroster. It was night too. Not my best moment. Dan
  12. None of us "need" to get somewhere. When we as pilots think/feel that way it can become dangerous. VFR or IFR. I think there are safe pilots and irresponsible pilots, the ratings held don't necessarily matter. The type of VFR pilot that runs out of fuel or gets into trouble in IMC, is that same guy who gets his IFR ticket and finds a thunderstorm or severe icing. A safety conscious VFR pilot that gets an instrument rating will continue to be a safety conscientious IFR pilot. He wont get his ticket and immediately blast off into bad weather. Many of us that fly IFR use your same argument, we enjoy the journey as much as the destination. Actually that saying probably holds true for all Mooney owners. I hope you pursue the IR, for no other reason than it's fun. I'm assuming your Mooney is at least minimally equipped for IFR. If it is, you can start the training with little investment. If you find you don't enjoy it, let it go. The training won't be wasted as everything is applicable to VFR flying. Good Luck, Dan
  13. My accident was very unique, but being on an IFR flight plan helped with the outcome. I filled for the ease and added safety, the weather was sever clear for the entire route. After I went unconscious I stopped responding to departure and didn't fly my filed route. This prompted ATC to take action. They did everything to could to reach me including sending up two F-16's. When they failed to contact me they arranged search and rescue before I crashed. The Helicopter that airlifted me took off before my airplane hit the ground. All because I was IFR. I asked several controllers since the accident if that would have happened if I were VFR with flight flowing. They all said "probably not". Beyond the obvious safety benefits, flying IFR is fun and rewarding. It adds a lot of utility to your airplane. I found that in real world it was actually hard for me to find low IFR conditions. This is probably a function of my flight planing as I rarely flew into deteriorating conditions. More often that not I would be excited to be 40mn out and have 600ft ceilings at my destination. Then be disappointed when they lifted to 2000ft by the time I fly the approach. I was surprised to see Maruader's hula girl.. I thought he would have this one.
  14. Fernando, I liked the industrial version because it has a vibrating alarm. I'm a CFI and like the idea of wearing it when I'm in other people's airplanes. Otherwise the standard one would be fine. They say the industrial is intrinsically safe, meaning it can be used in explosive environments. This is required in many industries, but not a problem with general aviation. Cheers, Dan
  15. Please do. I plan on hitting up beechtalk too. Dan