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Fortunately James was able to hook me up. For $10 it saves me a lot of time. Well worth it.
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I started flying my Mooney as a 62-hour pilot, and completed transition training and made my first trip with my wife as an 80-ish hour pilot. No 2nd pilot watching me like a hawk. No automation besides two buzzers. Twelve-plus years, no gear up landings yet . . . . .
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It's much easier to not make expen$ice mistakes when there's a 2nd pilot watching everything you do . . . Our Mooneys don't have useful load or cockpit space for a permanent Pilot Monitoring. Besides, my wife likes to ride up front, too. How about comparing against another single-pilot plane?
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I’m also curious what the upgrade set you back...
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I'm sorry you didn't receive them. I've never had a problem with the USPS before. I refunded you $20.00. -
Sure, if I had one!
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Not much out there on the market right now to look at in C or E's, regardless of price. Then again, it's the middle of winter in most of the country.
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Aspen Promax...over water synthetic vision
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I have a 1966 M20e When I purchased the plane In December I downloaded the commonly available scanned 66’-67’ POH and learned about the plane using it. I created a robust wire bound version of it so I could leave the original in the plane since it’s so old. A couple of days ago I noticed that the V speeds in this Internet manual didn’t match a Surecheck reference guide that was in the plane. (note, I’m still working on the plane, I’ve not been using the internet manual...not yet, but I’m getting close to flying it and so needed to cross check.) Well, tonight I compared with the ancient, original, 66’ POH that is in the plane and it doesn’t match the 66’-67’ version in some significant ways. For example Vx: 94mph in the 66-67 POH. 80mph in the 66. The differences aren’t insignificant and there are many. What I’m wondering is which is more accurate? You would think the newer one would be since maybe they did more testing after the original POH came out. But I don’t know that I trust a manual downloaded from the internet for something so important. Any experience with this? Any idea why they are different? Both say they cover my SN. Internet download: Original POH
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Air Mods One Piece Belly -- the one with skids
GLJA replied to HRM's topic in Avionics / Parts Classifieds
You must’ve put half of them on backwards -
Genna Leutzinger joined the community
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Never saw either set. I had someone else make them. -
11? I do ~153 kts on 9 gph in my J. You may be faster, but you’re not as efficient. The advantages of being lighter and 2 less cylinders. :-) -
Many more complex aircraft have all or a lot of these built in. In the Beech 400 I fly: If your speed brakes are extended and you advance the throttles to takeoff power the speed brakes retract. Also with the speed brakes out if you configure full flap they retract. It has an annoying gear warning, based on throttle position, but it can be silenced with a button on the yoke. It does activate a light on the glare shield stating such. The on board GPWS gives both a Too Low Gear and or Flaps at about 500' AGL. The flaps can be overridden if you do a partial or no flap landing. It has a shaker and stall warning based on AOA. The shaker is well prior to stall warn, which also occurs prior to actual stall. If the throttles are advanced to the take off position and the trim is not set you get a warning tone, there are also glare shield lights that show if the trim is up, down or in t/o position in addition to the trim indicator on the panel. To my knowledge we have never had a gear up in the aircraft and they are flown at 5 locations training 80ish hour pilots. We even do touch and go's. But as mentioned in another thread we also make a gear down radio call prior to each landing, and checklist discipline is a huge portion of the training program. Also, one of the two pilots is an instructor, whos job is on the line everyday, so while minor mistakes are tolerated, major ones are corrected pretty quickly.
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Is that filed in the same dictionary as putting shrimps on the barbie? -Robert
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What are you doing with those inserts? I have mailed you 2 sets 2 different times. I only charged you for 12" material, which I think was $18, the labor and postage was free. I still have material if you want me to make more?
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So many people building RVs.... 2 week owner assist build to fly So many people would jump on this they would need a fly swatter.
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And do 3 or 4 for the next time or when your buddies need one. In a stack. single pass.
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Oh you know you would mount it up in the milling machine.... just because it is sitting there.
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I'm not competing with David for work. When I contacted David he told me that he had already submitted his sample for analysis and I could post something here offering my services. I have made unobtainable parts for both this Mooney I currently own and a 1947 Navion. I just thought I could offer a good alternative with my abilities and the equipment I own. Not trying to step on any toes. That being said I analyzed my Up-lock block today it showed to be 6061 alloy. The sideways picture shows the percentages of each element. 6061 is about half the price of the 7075 or 2024, however per part would be about $10.00 difference from my sources. Even though using a harder aluminum alloy would not wear the striker on the handle, per the FAA it should be made from the same material. Hope this helps, Scott Rickard
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All-aero.com reports: M20C Mk.21 / Aerostar Ranger Engine: Lycoming O-360-A1D, 180 hp Wingspan: 35 ft 0 in / 10.67 m Length: 24 ft 1 in / 7.34 m Cabin length: 8 ft 8 in / 2.64 m Cabin max width: 3 ft 4.5 in / 1.04 m Cabin max height: 3 ft 8.5 in / 1.13 m Baggage compartment: 13.5 cu.ft / 0.38 cu.m Empty weight: 1525 lb / 691 kg MTOW: 2575 lb / 1168 kg Max speed SL: 153 kt / 176 mph / 283 kph ROC SL: 1000 fpm / 305 m/min Service ceiling: 19,500 ft / 5743 m Range 45min res: 1001 mi / 1610 km Seats: 4 1978 201 Engine: Lycoming IO-360-A3B6D, 200 hp TBO: 2000 hr Propeller: Const. spd. Landing gear type: Tri/Retr Gross weight: 2740 lb Empty weight: 1640 lb Useful load: 1100 lb Fuel: 64 USG Wingspan: 35 ft Overall length: 24 ft. 8 in Height: 8 ft. 4 in Wing area: 167 sq. ft Seating capacity: 4 Cabin width: 43.5 in
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Personally, I think a V-Tail Bonanza is better looking. Regardless, as long as it has a funky tail, I like it
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Where do you see these numbers? They are apparently not in my Owners Manual or the Type Certificate.
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No thank you. I enter the pattern at pattern speed, Takeoff Flaps, gear up. Gear goes down abeam my intended point of landing, to initiate the descent. Flaps are adjusted as needed on final to maintain glideslope, while throttle and yoke control altitude and airspeed. One last check of the floor indicator on short final: looking, pointing at and confirming green. Since it's painted on the mechanism, it is always right.
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The MSE might have a cabin width of 43.5” but I believe the C and E model specs are 40.5 “. I think the 172 is 39”.
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Not being a metallurgist or having and not having a background as one, I am wondering if hypothetically you went with tougher alloy / hardness combination .... could this mean that say as on example latching mechanism part that is in contact down lock block now would wear more over time? potentially shifting the the problem from down lock block wear to the johnson bar handle wear. Just curious, James '67C
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