joegoersch

This is an El Al flight returning from China. Anyone know if there is a STC to put a mask on a Mooney ? Will the same straps work on a long and short body ?

I was thinking that basic "power, performance" in the pattern would solve the problem, e.g. 2000 RPM, 17 inches MP--expect 90kts. When you see 120 knots you know something is wrong. but as others have pointed out, distraction or a change in routine is often what gets you. This would not have helped me when I flew into Logan in my M20J it was asked to keep up 165 knots on final ! I think it would be very easy to make an app, or an addition to any of the flying apps, which remind you to put your gear down when you go to within 400 ft (GPS altitude, it shouldn't matter if it's off by a hundred feet or so) above pattern altitude within 4 miles of your destination. However, this would not be hooked into the gear system. So potentially it would sound every time and be ignored. Alternatively, there could be a "gear down" button on the app that you would push when you put your landing gear down and pushing that button could be part of your standard check. Pushing that button would then turn off the warning for that flight. This is not an optimal solution, but it is a $5 help (maybe). Thoughts ?

I have a JPI, but it just measures FF and keeps track of total (yes-based on fuel burn). Plus the wing fuel gauges. So four total fuel gauges (2 cockpit, 2 wing and JPI giving total). This is a lot more than most planes... Great idea to clean connections. Will try.

Is this a big deal (i.e. expensive) ? I have wing fuel gauges which work fine and a fuel JPM that very accurately tells me my total fuel...so I don't know if it's worth it. It's really more of an annoyance than anything else... Thanks

I have an 1989 J. While in level flight with about 10 gallons in the right tank, I noticed the Right fuel gauge needle indicating 10 gallons, but then it would swing rapidly to beyond "full". The needle would then rapidly return to 10 and then a few minutes later swing wildly back to above full. This would happen even when level and not in turbulence, so I don't think the fuel was sloshing around. Any thoughts ?

Maybe someday they'll have LED replacements for wingtip recognition lights... Sent from my Pixel 2 using Tapatalk

Do you need a valid medical to be hired as a smuggler ? Sent from my Pixel 2 using Tapatalk

Not a bad job for an 81 year old... Sent from my Pixel 2 using Tapatalk

Wow! I'm sorry to hear you're these issues. Just curious was it an MSC pre-buy ? Did you buy from an owner or a broker ? Did you get a "great" deal? By this I mean a good enough deal to pay for all these fixes which you shouldn't have to deal with... Sent from my Pixel 2 using Tapatalk

With proper planning you should not need the speed brakes. (Of course, ATC can screw ya. I'm assuming you determine your own descent). MAPA publishes numbers specific for each of the planes. For the J, 2300 rpm and 21 inches is what they say will give you a 500-ft per minute descent at 160kts. JPI engine analyzer does not show excessive cooling with these settings. Sent from my Pixel 2 using Tapatalk

The POH (big surprise!) is not so clear on this! It really makes it seem in both the text and diagram that the heated air and vent air are mixed before delivered to the cabin Sent from my Pixel 2 using Tapatalk

Man, that looks great ! Any idea how it compares to the other Sunspot 46, the 01-2230-4580 that is marketed as a landing light rather than mixed, taxi/landing optics. The newer one (link below) has a lot more lumens/voltage, but that's never the whole story... https://aeroleds.com/products/sunspot-46-4580/

Anyone know anything about these ? Look like much brighter than a lot of stuff out there... https://www.rigidindustries.com/led-lighting/63322

Great point ! I've always thought of the POH as the bible, but modern interpretation may be just as important ! You are 100% right, older POHs are often "lacking" at best.

I'm reviewing Mooney emergencies procedures. During "Power Loss During Takeoff Roll" the fuel management involves "Fuel Selector--OFF". For engine fire-ground--"Mixture--IDLE CUTOFF. Fuel Selector--OFF" for Landing Emergency Power On--"Fuel Seletor--OFF. Mixture-IDLE CUTOFF". I understand (I think I understand, if not, help me out) that the mixture control is downstream from the fuel selector. Thus if you shut off the Fuel Selector first, there will be a little fuel in the line between the fuel selector and the mixture control in the fuel injector box which would get burned off until mixture put to idle shutoff. Any idea how much fuel would be in line between the fuel selector and mixture control ? Does the order in which you turn these off matter at all ? thanks