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Everything posted by Marauder

  1. Over the past month I have noticed an increase in vibration in my plane. I just uploaded the recent flights to Savvy to see if they notice anything unusual. I did have the mag harnesses and plugs replaced shortly before I noticed the issue. One of the mags was adjusted for timing at that time. Having owned the same plane for 26 years, I know something has changed and the plane now has a vibration I have never seen before. I am not seeing any decrease in speed, power or anything obviously different. MP, RPM, FF, CHTs, EGTs all look the same. When I am slowed down for approaches, the vibration is less (almost unnoticeable) and it increases when I add full power for take-off and it is certainly noted in cruise. My prop hasn't been dynamically balanced for a few years. I did note that my lower cowl enclosure had a nick on it most likely from the spinner making contact. Could this be an engine mount going bad? Looking for ideas before I schedule service. Sent from my iPad using Tapatalk
  2. Rich -- that is one thing I am concerned with. The nick on the lower cowl enclosure is fairly recent. So it may be very well an engine mount. Can you tell by looking at a mount that something is amiss? Sent from my iPad using Tapatalk
  3. It is more sexual in nature. There is a nice seat vibration going on. In fact, I want to fly more often because of it. Aside of the seat vibration, it is noticeable through the yoke a bit and if you have flown a plane a while, the ambient sound is off. Sent from my iPad using Tapatalk
  4. Hey Terry. I would appreciate if you could look into it. Something isn't right, but I can't tell what is causing it. Sent from my iPad using Tapatalk
  5. Four score and seven approaches ago, our ForeFlight fathers brought forth on this website, a new thread, conceived in Liberty, and dedicated to the proposition that all Mooney pilots are created equal. Now we are engaged in a debate, testing whether that this website or any website so conceived and so dedicated, can long endure. We met on a great thread of that war. We have come to dedicate a portion of that thread, as a final resting place for those who here gave their opinion that that this website might live. It is altogether fitting and proper that we should do this. But, in a larger sense, we can not dedicate -- we can not consecrate -- we can not hallow -- this website. The brave pilots, living and dead, who struggled here, have consecrated it, far above our poor power to add or detract. The internet will little note, nor long remember what we say here, but it can never forget what they did here. It is for us the living, rather, to be dedicated here to the unfinished work which they who fought here have thus far so nobly advanced. It is rather for us to be here dedicated to the great task remaining before us -- that from these honored opinions we take increased devotion to that cause for which they gave the last full measure of devotion -- that we here highly resolve that these pilots shall not have opined in vain -- that this website, under Mooney, shall have a new birth of freedom -- that from these honored and that website of the Mooney pilot, by the Mooney pilot, for the Mooney pilot, shall not perish from the Internet. Sent from my iPad using Tapatalk
  6. Maybe he is really talking about an airplane hanger. Sent from my iPad using Tapatalk
  7. 1975 F model. Thanks for the follow up. Sent from my iPad using Tapatalk
  8. I thought I would start this thread to capture resources needed for the ADS-B mandate: Interactive site that shows the ADS-B coverage by type: Link to an interactive Google Earth site that allows you to search for airports to show whether ADS-B out is required (also helped validate why active traffic is not such a bad thing - check out the video): The flight test requirements (section 4.3): The FAA's rebate program website: Hope this helps.
  9. Do you know if they are breaker type switches? If they are, it will depend on how they are mounted and attached to the buss bar (if at all). Have you pulled any of them? If not, I would try to get the information off of them or pull them to make sure you understand what is needed. Here is what the folks have at Aircraft Spruce: Sent from my iPad using Tapatalk
  10. And I am ready to put my $1 bid in. [emoji3] I really want that rusty yoke clip! Sent from my iPad using Tapatalk
  11. At least you are not talking to yourself. Sent from my iPad using Tapatalk
  12. You ever look in a government owned vehicle? It is amazing what the "lowest bidder" really means. [emoji1] Sent from my iPad using Tapatalk
  13. A pre-buy is only as good as the guy doing it. I will tell you a horror story about another Mooney. A person looking to buy a Mooney approached me and asked how to go about doing a pre-buy. The Mooney he was interested in was being sold by a local guy for his brother. I told him that since the plane was in Florida for a number of years to take the plane to a MSC and make sure there was no corrosion. He elected to do the pre-buy with a local mechanic (mistake # 1). The mechanic found fuel leaks and the seller/owner agreed to split the cost of the bladders (mistake #2). Otherwise, the plane was found to be airworthy. The new owner flew it for 3 months and then went in for an annual with the same mechanic. During the annual, the mechanic indicated that the exhaust was unairworthy and the prop was the incorrect prop for the plane. The owner sought a DER and paid someone $2,500 to provide the documentation need to have the local FSDO approve the usage of the prop. During this process, the mechanic came up with an unairworthy list that totaled over $10k in required repairs. The owner threw in the towel (mistake #3) and sold the plane, with brand new bladders to a scrapper. I found out later that the scrapper sold the plane to an individual you addressed the discrepancies and the plane is back in the air. For the icing on the cake... the owner gets his logs back from the mechanic and starts looking through them. What does he find? A notation with sign off from a FSDO approving the usage of the prop 20 years ago. The horror story I just described is not unique. Hopefully you will be able to get the issues resolved and with some money left in your wallet. Sent from my iPad using Tapatalk
  14. I think there is still some issues with all of the FAA based hardware. I had read somewhere that not all facilities had the equipment needed to make the new system work. If the traffic you saw (or didn't see) was mode C, there is a dependence of the ground based radar feeding the ADS-B system the radar feed from the current system. They could also have either their mode C off or were experiencing problems with their equipment. It could also have been an issue with your hardware. You may have had your ADS-B antenna blocked visually. Keep providing information when this happens. I went with the active version of the L-3 because of concerns over what the new system could do. Sent from my iPad using Tapatalk
  15. Not sure. I think it sounded like it has the same capabilities as the GTN.
  16. I actually think his title is probably appropriate until it passes the pre-buy. Until then, it is all a money deal. Sent from my SM-G900V using Tapatalk
  17. It would be this part of the form that would have me a little hesitant of trying. Sent from my iPad using Tapatalk
  18. Now that we did our usual thing to a thread, it is time for this pilot to "turn and not burn" and "bug out" of this thread. Hope they determine the cause. Sent from my iPad using Tapatalk
  19. I wonder if anyone has tried to put a portable through the validation flight. It's clear the FAA can tell what is triggering the client. Does your report say anything about the equipment? Sent from my iPad using Tapatalk
  20. Not sure what went on with your last photo. The link showed a Bonanza in a paint shop. Sent from my iPad using Tapatalk
  21. Darn aerobatic pilots! Sent from my iPad using Tapatalk
  22. The units are transmitting information about themselves to the FAA. In 2015, the FAA began taking steps to stop the use of portable ADS-B "out" equipment. In 2016, they began blocking ground based client responses to these devices. The TSO equipment defined in the rebate is the same as they expect to be installed in the plane with or without the rebate. From the rebate program: FAA ADS-B site: From ForeFlight: Sent from my iPad using Tapatalk
  23. The ability to monitor the com's standby is also available on the GTN and GNC 255. In theory, I guess you could monitor 4 frequencies at one time! Sent from my iPad using Tapatalk
  24. It went down after the Ball last night. Sent from my iPad using Tapatalk
  25. Your plane could be rigged to fly straight but still be out of correct rigging. No offense to the qualifications of the pilots you mentioned, but you need a qualified mechanic to look at what this plane is doing. My 1975 F is rigged right and will do over 150 TAS. You also didn't mention what power settings you were using in cruise. What is your indicated airspeed at altitude? The are a ton of J owners on this site that should be able to compare power settings. I have seen slow 77 and 78 Js, but even those are doing around 150 TAS with a 45/47 power setting. Sent from my iPad using Tapatalk