231flyer

My friend flies a TLS Bravo with hand controls. He has been flying for years and is on his second Mooney. Please PM me and I am happy to share his info. and introduce you. He is a doctor based in FL.

My deepest condolences. Rest in Peace Patrick, blue skies forever.

http://www.ebay.com/itm/RAM-Mount-Camera-Small-Base-1-Ball-1-4-20-RAP-B-366U-/160635923701?pt=LH_DefaultDomain_0&hash=item2566a5acf5#ht_1081wt_905 Looks like $14 on ebay.

Our Mooneys come with a great pre-mounted attach plate for the iPad. Simply remove the screw holding the lower hand strap on the co-pilot A pillar and attach a Ram or other base. The mount is very sturdy and will keep your iPad in your normal scan without obscuring any of the engine instruments/CBs etc.

I agree with Byron. The 250XL is not IFR certified so you will need to update the 430. I too would hold off on the MX20 updates and use a handheld aera or iPad for charts. Good luck and welcome to the club. I have had mine for 20 years....always get me where I need to go.!!!

The cost of building and developing new aircraft must be slashed if general aviation is to attract new pilots, sustain the existing population of owners and flyers and drive up safety, said the General Aviation Manufacturers Association (GAMA) at AERO 2012 in Friedrichshafen, Germany. "There is so much unfilled demand for [Federal Aviation Administration] Part 23 category aircraft [up to 5,700kg, 12,600lb] ," says Greg Bowles, GAMA director of engineering and manufacturing. According to data released by the Washington DC-based trade association, the average age of a four-seat piston single in the US is 39 years and a five-seat piston twin, 40 years. "Owners are unwilling or unable to buy many of the latest models because they are so expensive," Bowles says. "A four-seat entry level piston single like a Cessna 172 cost around $8,750 in 1956. By 2000 the price for a typical four-seat piston single like a Diamond Star had risen to nearly $190,000. This rise far outstrips the cost of inflation over that period," Bowles adds. He attributes this huge price rise to the exponential increase in regulation over the same period. According to the FAA between 1994 and 1996 about 800 rule changes to FAA Part 23 - the standard that covers the design of GA aircraft - were enacted. They made it more costly to certificate a simple aircraft. "Essentially, the regulatory scope of Part 23 has been shifted to more directly address the more complex aircraft, to the detriment of more simple types," says the FAA. Bowles concedes: "We have created a monster." His frustration with the burdensome and inflexible certification process persuaded Bowles last year to establish an aviation rule-making committee (ARC) to address these issues. There are now 150 members of the ARC, including manufacturers, suppliers, and a host of civil aviation authorities including those of the USA, Europe, China, Brazil, Canada, Australia and New Zealand. "[The] ARC plan to rewrite simple certification rules for the lighter end of the market that will cut certification costs in half, and be relevant for the next 20 years. We are going through 900 regulations to see if they are applicable, but we won't compromise safety," says Bowles. The ARC is expected to wrap up in July next year. It is hoped the recommendations will be adopted by international civil aviation authorities, leading to a globally harmonised standard.

This has been my trusty 231 since 1993. My girls are getting big so I bought a Mirage last year. I kept the 231 as my toy but I have struggled to get it in the air every other week. She has been great to me and my family and needs to find a good new home. The engine had one low cylinder (52/70) in 2007 so I took the opportunity to get a complete top overhaul especially since I fly from TX to the CO mountains often. My mechanic convinced me to get a "long" top so the rods we overhauled as well and all the hardware was replaced with new including the piston pins. She runs great and is a true "two finger" airplane......I have always hand flow the plane. I have complete logs and all ADs/SBs are current. N231NJ SN# 25-0324: 165 knots @ 11 gph (72 gal fuel capacity) Airframe TTSN= 3895 hrs: ANNUAL Dec 2011 Engine (TSIO360LB)= 970 hrs SFRM, 302 hrs STOH (1800 TBO) Avionics: King KY197 Comms (dual) King KN53 Nav King KNS80 RNav King KT76A Transponder (with encoding altimeter) King KMA 24 Audio Panel PS Engineering 4 place stereo intercom 3M WX900 Stormscope Davtron digital clock Century 41 Autopilot Paint: Maroon on White 7/10 (new 1993 always hangared) Interior: Tan Leather 7/10 (new 2004) Asking $82,000 (Vref = $110,000). Please make your offer. Deepak@aol.com or 817 881 3211 « Last edit: Apr 23, 2012 4:55 PM by 231flyer» Attached Images

Btw its Eglin pronounced "egg lin" and not "el gin". I have been corrected a few times enroute to FL from TX.

Rob, I think the theory (I have no practical experience) is to try and maintain directional control as best possible. In a planted field the corn stalks etc can ensnare the gear and cause a gear collapse and thus lose directional control. Also, the condition of the ground may be obscured under the folliage so again a belly landing is prefered. Just what I learned, I dont think any of my instructors had any off field experience either.

Parker, I believe you are based in TX part of the time....how is the mechanic population at your home-away base?

DTS is a nice airport with easy approach thanks to Eglin airbase. The runway is long (5000ft) and I think they still have 2 FBOs on field. We flew in last May for a week and things were smooth all the way. Eglin will keep you separated from all the training activity and weather was easy both comming and going. I have flown into HH many a time and the approach is similar, you are vectored onland (usually down the coastline) to 14 (short base so as to keep clear of Eglin) or over the water to 32. Lots of tall buildings lining the beach on approach to 32 (the winds usually favor 14). FBOs are nice, we used Destin Jet....quick friendly etc....but pricey. Btw no control tower so you will be talking to Eglin in and out. Unicom seemed to be friendly and most of the pilots seemed to be familiar with the airport. Hope you enjoy as we did. My 12 year old brought back her pet turtle from Destin.

Lew sorry about your MX20 going TU. Mine too went TU in my Lancair IV. After researching extensively I concluded its best to replace rather than repair ($1800 min) or buy a working used unit (~$2000 + on ebay). I now have a airgizmo mount for the Garmin Aera in the spot and find it affords way more functionality that the MX20. Ofcourse its a portable so not legally primary. I liked my Dynon setup and did not want to fuss with any of my primary instruments.

I have noticed our mechanic population at KDTO has increased significantly since 1998. When we moved to the Denton Airport we only had a single mechanic shop on field. We now have 8 shops at Denton and the last two opened doors in the past month alone. Ofcourse many shops came and went out of business in the interim but 8 shops (plus 2 avionics shops) would seem like something is thriving in GA. Have you all expereinced growth in your local mechanic population or is Texas/DFW attracting APs like other businesses from the rest of the country?

I was taught in order of preference (no real life expereince in off-field landing I must admit thankfully): 1)Road/parking lot - paved smooth surface: Gear Down 2)Hard compacted earth - field/golf course etc: Gear Down 3)Fresh plowed field with visible furrows: Gear Down (land parallel to the furrows) 4)Planted Field (corn, beans, soft/short plants): Gear UP 5)Water (River/Lake/pond): Gear UP 6)Trees (aim for the canopy): Gear UP and pray really hard.

Muncie Aviation in Muncie IN. They are a MSC and do great work. I used them all the time when I lived in Dayton OH. Infact they did the prebuy on my 231 in 1993.

LOL.......I would settle for 1/4 the speed of the SR71 and put up with a lot more leaks.

I know of two friends who have installed Dynon EFIS in certified a/c (one is a Mooney 252). They both claim the Dynon is a standby instrument and the original equipmment is still primary (although the location has obviously changed). I am not sure about the paperwork but they both continue to get annual signoffs. I have noticed most AP/IA don't bother with avionics during annuals, I assume they figure that will be checked out during the pitot/static checks. As DaV8or claims, Insurance companies will be sure to pursue any such loophole in denying a claim. However, I know for a fact my other friend with the Dynon in a Cessna 172 got ramp checked and had no issues. Apparently the FAA inspector even asked to look at the panel and the inside. He was interested in the paperwork not the aircraft. I have been ramp checked twice in the last 20 years of powered flying and had similar experience. The FAA is interested in the paperwork (AROW and license + medical). All that said I would not encourage open rebellion against the rules. As a/c owners we usually have a lot more to lose than gain by going rouge.

The alternator field coil needs external power to excite the circuit. If the battery is dead, resetting the field CB will have no effect in bringing back the alternator online. Try this, disconnect your battery and get a jump start (safer than starting and then disconnecting the battery). Now take the alternator offline by pulling the alt field CB. Although the engine is running, restting the ALT Field CB will not bring the alternator back online. The field circuit needs some source of external power. The POH advises to reset the field CB assuming the battery in online and has some reserve capacity.

Alternator load is a very useful measure and newer a/c tend to come installed (my Malibu Mirage has an ammeter for each alternator). In order to get an accurate reading you would install an appropriate shunt (70A for a 70A rated alternator) and then measure the current across the shunt in the alternator circuit. Its a simple operation and could be done on a one-time basis with a multimeter or permanently. I would not recommend taking your alternator offline inflight if you have a single alternator system in your bird. Although the battery can probably handle the load momentarily, it can drop charge precipitously if you overload the battery capacity (the Gill G35 is a modest 17 Ahr battery). The alternator field coil requires alteast 2 amps to excite the circuit and cause the alternator to produce charge. If the battery dies while load testing, the alternator may fail to come back online. This is the reason mechanics will recommend you actually charge a dead battery rather than jump start and go. If unable to charge and a jump start is the only option, you should always plan extra ground run time so the battery can recharge some standby power to keep the alternator going. Its a common misconception that our alternators are totally independent.

According to Foreflight you should not feel compelled to run out and buy a dual/bad-elf external GPS for your iPad unless you really need it. The built-in GPS in 3G iPads is as reliable and accurate as those external GPS. The main factor is placement in the cockpit causing radio shadows on the iPad. Ofcourse if you have a non 3G iPad you need an external GPS regardless.

Battery draw is not a significant load for most alternators so its effect on alternator life is minimal. Alternators are designed for a certain load factor which dictates the size and number of windings. An alternator run at max capacity will run hotter than one at half capacity. Heat will eventually breakdown the insulation in the windings (a type of varnish actually) and also affect the bearings and other electrical parts (diodes, connectors, brushes, etc). Unfortunately we ask our airplane alternators to run under very harsh conditions. The engine compartment is usually very hot and alternators are usually the recepient of a fine spray of engine oil. Engine oil tends to collect acids and other corrosive compounds during normal operation (engine oil lubricates, cools, and scavenges waste combustion products). Unfortunately this oily mist can also cause premature alternator failure by corroding the insulation. The best way to prolong alternator life is to make sure the cooling shroud and duct-work is clear and properly installed. Next make sure the alternator is clean and not getting drenched in engine oil from leaks,sprays,mist, etc. Finally manage the electrical loads well within the alternator max rating. Allsmiles, I am not sure of the type of ammeter in your bird, my 231 has a dumb ammeter that measures the current across a shunt in the battery circuit. The needle mearly indicates if the battery is charging(+ve) or draining(-ve). It does not measure the load placed on the alternator. My 231 came with a single alternator and vac pump. Given their critical nature and having suffered from inflight failures of both I have made it a practice to replace them at 500 hrs in service regardless of condition. Similar to magnetos, I find most manufacturers will design/manufacture to a 1000 hrs MTBF (mean time before failure) lifespan or better. My Malibu Mirage has dual alternators and vac-pumps (automatic failover), I will run them to failure and then replace/repair as necessary.

Yes, but be careful not to leave on for more than 4 hrs at a time. You are better off using a automotive float charger as rbridges suggests. Please see my post below on battery life: Under "normal" operating conditions you should expect your Gill G35 to last 3-4 years in service. The biggest variable to battery life is condition when asked to deliver cranking power and subsquent charge condition following startup. If your battery is fully charged before a start it will deliver a strong start (usually lasting less than 20 seconds) and need very little topping off by the ship's charging system (2-4 Amps) after startup. If the battery is not fully charged, it will have to work harder to deliver the cranking power required. After startup the battery will be relatively more depleted and will suck more Amps from the ship's charging system (could be 10 Amps if sufficiently discharged). Large current draws tend to further heat up an already heated battery (normal chemical reaction when discharging or charging) and can result in warped plates and boiled off electrolyte. A few cycles of this and you are assured premature battery death. Its best to keep your battery "top off" charged with a float charger (max 2 amp rating if you are using an automotive type rather than one of the more expensive aircraft types which sense battery temperatures and can automatically vary the max current). Flooded lead-acid batteries (G35 type) tend to be very hardy if maintained carefully. In addition the electrolyte levels need to be monitored closely. Each cell (6 in the G35) needs to be filled to the bottom of the filler split ring with distilled water on a regular basis. In Texas my G35 will need a bit of water every 3-4 weeks. If the electrolyte level is too low the top of the plates will be exposed to air and will oxidize rapidly. Extreme temperatures do have an adverse effect on battery condition but can be minimized by pre-heating at temps below 40 degrees or parking the airplane in the shade in temps above 100 degrees. I use a battery minder and top-off charge my battery the night before a flight. 231flyer Full Member Joined: Nov 04, 2011 Posts: 74 Location: Southlake TX United States Re: Battery life Posted Apr 16, 2012 4:22 PM Rob: Your current charger should work fine if it can maintain currents at or below 2 Amps. Just don't leave it plugged in for days on end. The cheaper float-types shut-off circuits have been known to malfunction ($4 Harbor Freight comes to mind). The float circuitry is very simple and highly dependent on the quality of electronics used. Its best to charge right before a flight so as to avoid any surprises.

Great discussion, unfortunately the industry had failed to come up with a succesful formula to keep GA healthy. The certified and kit makers are both suffering as are the various suppliers. The big boys (Boeing and Airbus) are doing well as is the commercial aerospace eco-system (Lockheed, Goodrich, Honeywell, etc). The trick is to translate their successful strategy into the GA space. Their key has been international growth in Asia (Latin America to a lesser extent) but GA is in its infancy there and most Asian countries tend to be very GA unfriendly. I realize the Chinese are buying into many troubled GA manufacturers (Cirrus, Continental, etc) but their motivation seems to be unclear at best. The US pilot population is in free-fall. According to the 2010 FAA report, active civilian pilots have fallen from a high of 847,000 (1980) to ~530,000. The private pilot population stands at ~220,000 now down from a high of 380,000 in 1980. Active pilot is defined as those with a current medical, flying currency is another matter yet. I agree with Dave, given the shrinking market for GA, "The salvation of GA in this country isn't going to involve new manufacturered planes of any size or shape". The economics just dont work, ergo every GA major is in CH 7/11 or nursing heavy operating losses and headed there. The LSA experiment seems to be less than a success. Clearly the cost of aviation is the key here. Acquisition, operating, and maintenance costs are pricing most out of the market as is the cost/commitment in getting a pilot's license. We need a holistic solution - more pilots demand more planes, so will more affordable aviation encourage more pilots? Its the old chicken and egg thing again!

IFR compliance is quite straigth forward in terms of required instruments/radios etc. Its usually not a big issue to get approval for IFR flight ops. You are required to have a big experimental sticker in the main doorway and also a placard inside the cabin to comply with (1). Our normal call is "Experimental 7DS" so that complies with (3). Experimental aircraft are not recognized in certain countries so that may end up being a bigger issue. The Bahamas allow unfettered access to experimentals but Mexico has specific requirements. I am not current on Canadian requirements but they used to allow experimentals back in the early 90s.

EAA FAQ: What are the rules for used experimental aircraft? If I buy a used one that has been certified and has its N number can I still work on it as though I built it or do I have to have an A&P work on it from then on? A. The FAA regulates maintenance through FAR part 43. Far 43.1 states that the rules of that part do ( "...not apply to any aircraft for which an experimental airworthiness certificate has been issued, unless a different kind of airworthiness certificate had been previously issued". In effect what this means is that any person may perform maintenance, preventive maintenance, rebuilding, overhauling or alternations to an experimental aircraft, unless that aircraft had previously held another type of airworthiness certificate, i.e. standard, utility, acrobatic, transport, etc.