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Showing content with the highest reputation on 10/18/2016 in all areas

  1. Last week I hired a professional aerial photographer to take some air-to-air photos of me flying my Acclaim. We launched from Denver at about 4:30pm and headed to the Sangre de Cristo Mountains and Great Sand Dunes national park in southern Colorado. I thought we'd get some cool backdrops down there, and we did, but it was cloudier than we had hoped so shots in the sun were hard to come by. We flew in pretty bumpy air for just over 2.5 hours and I have to tell you, flying formation in the bumps for that long is exhausting. Kudos to the photographer, Mitch Bowers (www.imagewerx.us). I think he did a fantastic job! Please vote for your favorite, by number. 1 2 3 4 5 6 7 8
    4 points
  2. Finally getting my gear put back in my bird and realized I haven't put a finished picture up. Not the best picture, but took it quickly on the way out of the hanger today. Pretty much finished, minus a new compass, apparently it was in the way of someone's shoulder or head when they were finishing up..opps, broke the mounting cup. Not a big deal, a new one on the way. Other than that it's pretty complete and now the only thing left is to learn how to use it all correctly. A big thanks to MS guys who really helped pull this all together when I ran into a few snags. From private PMs, input posts when I had questions and even picture posts of their installs all helped..Eventually it all came together nicely. I'll try to get some better pics, but here you go. Before and after. -Tom
    3 points
  3. the common thread here is the boxer engine and when its raining or snowing thats the day my WRX spanks all the Vetts and 911's dont get me wrong love to have a 911 but for the money and real world driving might go Cayman S. First car was a 73 Opel GT that I modified to the hilt and won some SCCA solo 2 events back in the day as for the Mooney not handling like a 911 well I'd like to see the stock 911 that can maintian a 2 g turn. Always cracks me up when people say something handles like a boat, ever see Champ outboards race Nothing turns as hard.
    2 points
  4. Here is a quote from the AIM, paragraph 5-4-6 e.7 RNAV aircraft may be issued a clearance direct to the FAF that is also charted as an IAF, in which case the pilot is expected to execute the depicted procedure turn or hold-in-lieu of procedure turn. ATC will not issue a straight-in approach clearance. If the pilot desires a straight-in approach, they must request vectors to the final approach course outside of the FAF or fly a published “NoPT” route. When visual approaches are in use, ATC may clear an aircraft direct to the FAF. Your approach does not have a procedure turn or hold depicted. And from 5-4-3 b.1.c The pilot is not expected to turn inbound on the final approach course unless an approach clearance has been issued. This clearance will normally be issued with the final vector for interception of the final approach course, and the vector will be such as to enable the pilot to establish the aircraft on the final approach course prior to reaching the final approach fix. So if you were "cleared for the visual" then that was OK. However, if you were truly flying the RNAV 6, the controller screwed up.
    2 points
  5. I do too. I would much rather see a "dim" setting for all the annunciators on a separate switch.
    2 points
  6. I tell folks all the time this is the BEST investment you can make if on oxygen regular. It makes a tank of o2 last forever. Also, I have never worn anything except a regular cannula (not an oxysaver) even up in the 20's and the o2 saturation was fine. Mountain High also has refurb units, newer and older style for lower prices. My old style have been trouble free for eleven years now. Another note, during a flight I'll occasionally drop the cannula to my mouth to give the nose a break. Can't do that very well with an oxysaver.
    2 points
  7. Hello John, Your panel looks awesume. I went through a panel upgrade on my O, here is a photo of the work just in case you may want to ultimately upgrade to all glass.
    2 points
  8. Dropped in to Bartow this morning to try out Nini's Landings, the newly opened restaurant in the Terminal Building. The food and service were great! I had the scrambled eggs, toast, has browns and bacon with sweet tea. My wife had an egg and cheese biscuit with hash browns and orange juice. The portions were good. The hash browns were probably the best I have ever had in my life. The bill came to $13 and change. We cleaned our plates and did not leave hungry. The serve breakfast until 11:00 and then serve lunch. You guys should give it a try.
    1 point
  9. I'm seriously considering replacing my 3-blade Hartzell with a 4-blade MT prop (27 lbs of useful load and better T/O and climb). Anyone know if a lightly used (~230 TIS hrs) Top Prop from the original 310HP conversion is salable and how I can find out what I might be able to get for it? Thanks in advance. Robert
    1 point
  10. If wanting 100% MSC then Cole Aviation in GA is probably your closest ( I think). -Tom
    1 point
  11. It may be considered a minor modification by your IA to rewire the gear indicator to its own rheostat so long as you have your floor indicator as a lit backup. Never hurts to ask.
    1 point
  12. When I was doing my IR training El Paso would give me "vectors to final" followed by direct to a way point. The 430 wouldn't have the waypoint if I clicked vectors to final but if I plugged in a full version of the approach that waypoint would pop up. 650/750 may not show the intermediate points if doing a vector to final. Because of that experience in training I have gotten into the habit of loading an entire approach and not pressing vector to final until I am told to intercept. That way when they give you direct to a fix that isn't on the vectors to final game, you can just hit direct to and join from there. (I use a 750)
    1 point
  13. I had my IA add some shims. It helped out, but it's not perfect. Honestly could have stood another shim on the LL and LR of the engine mount. Maxwell has an article about it.
    1 point
  14. Don't you just live it when all the new stuff is supposed to make it easier and it doesn't. Sometimes I think a fixed card ADF approach is simpler than a GPS. A VOR approach surely is.
    1 point
  15. This is what charts are for. ATC is assuming you have briefed the approach and understand the whole thing. I've received a VTF just like this on a gps approach. If ATC has given you an intersection to begin the approach at that doesn't exist in the list in the 430w, then they have given you an intersection that is inside one that is in the list. So select the one that is outside the direct to instruction. Load it. Then go into the flt plan page and highlight the interesction they gave you and then direct to. Hope this helps. Mike
    1 point
  16. I bet that raised medallion cost you .5 kts
    1 point
  17. It isn't my chart, someone else created it, I just passed it along. You can Google the compression ratio of your engine and change that parameter on the spreadsheet and it will repopulate the entire spreadsheet for you.
    1 point
  18. The Mooney Summit Team has great web skills! Best regards, -a-
    1 point
  19. I guess if you are from Quebec I could see the reason to remove the A/C. But here in Alabama, I find the 66# more valuable as an A/C than a 4th person!
    1 point
  20. I'd expect to load and activate the gps 6 approach. Then I'd click on TOTNY and hit direct to-I've flown the GPS 6 to KISM but I don't remember the transition I got. I'm pretty sure I wasn't cleared to the FAF. I don't really like the thought of flying directly to the FAF unless my inbound heading would have been fairly close to 063 and the weather was easy. While I wasn't in the seat so admittedly this isn't a game-time decision, I think I'd ask for vectors to final or direct to VACTE/ZOVLU (depending on where I was). Good question. You have us thinking!
    1 point
  21. I'm on my third air cooled Porsche and I would definitely say my 77 201 is a Porsche with wings!
    1 point
  22. Hum, got me thinking about my "new" panel (2012). It was VFR weather so I caught a ride to Twin Lakes, climbed in and brought her home. Everything except the STEC50 and the Stormscope either replaced or move, zero squawks. https://www.youtube.com/watch?v=NuG8dtRBPgQ
    1 point
  23. MG TC, TD, TF, and an aluminum bodied twin cam MG A homologized for racing. Compared to today, these cars were hard riding, low performance, stuck with horrible Lucas electrical components, but we sure did enjoy them in their time. The Miatas, especially the early ones, were the perfect inheritors of that tradition - and realiable to boot. Sent from my iPhone using Tapatalk
    1 point
  24. Yep, I've seen the "Fiata". Some nice touches compared to the Miatas. I had a 124 Fiat Spider about two years before they were imported to the US. Great sounding, high RPM engine, that was great fun to drive, but until they were actually imported to the US, a bear to maintain. Eventually I missed a shift at about 9000+ RPM, and destroyed the engine. I liked the 124 series so much I bought another one when they were imported to sell in the US. I agree that Miatas are simply fun to drive at any age. Sent from my iPhone using Tapatalk
    1 point
  25. 1 point
  26. Would someone experienced by able to explain in detail what the wobble test is actually measuring? My impression is that it is measuring the ability of the valve stem to move laterally within the valve guide... The problem with our lycoming valves is poor distribution of oil to the valve train and poor dissipation of heat. The oil on the valve stem / within the guide becomes coked and carbon deposits form on both guide and stem. By this account, I'd expect a tolerance for how much lateral movement normally occurs at the key end of the stem: too little movement may indicate coking and would limit proper oiling. Too much movement may indicate that the valve guide is worn. Is this the correct reasoning? Second question- why and how do the valves rotate during each closing? If DXB does have build up of carbon on one face of the valve, does this indicate a lack of rotation of the valve or corrosion along the specific part of the valve seat? How can EGT data Point to a problem with an exhaust valve?
    1 point
  27. That's fine unless he was flying the approach, then you need to load the approach and select IAF, which isn't the FAF, but I think he was told to expect a visual approach and then given direct to, it's the only thing that makes sense. In my little experience if they want you to do something out of the ordinary they will ask.
    1 point
  28. EGT getting hot while CHT getting cold is a typical response of a plug not working 100%. Raw fuel is not getting burned in the cylinder, but it is getting burned down stream. The lead balls that collect in the bottom plug can be minimized by leaning as much as possible on the ground. Having fine wire plugs will help with the leaning. Unfortunately, without before and after pictures I can't see the usual pizza looking valve photo. But if it isn't the usual pizza looking valve like the others, there is something to look into... 39N is where my C used to go for this type of work... Want some contact details? do the search on wobble test and the rope trick for cleaning carbon out of the valve guides. For an extra scare read about a stuck valve in My C... that occurred in my first 10 -20 hours of ownership or so... PP ideas I learned here on MS. Not a mechanic... Best regards, -a-
    1 point
  29. Haha! I've owned two 911's... and that was before PPL and not even a thought about what kind of plane I would own... checks out! Mike
    1 point
  30. Unless you've got other issues mag wise, I'd write it off to abnormal fouling. Cylinder wise -- I've gone through 2 (technically 3) cylinders in the 300 hours I've owned mine. Both cylinders were in the 600-700 hour range. Both had cooked exhaust valves. Your camera shows it's starting to leak. It would be nice to see the whole valve for comparison if you have it, but bottom line is the leak will not get better. You are going to have to start planning to replace it. The last one I replaced gave me 30-40 lbs so I lapped it in place bringing it to 68 and put another 40-50 hours on it until it felt weak during my regular 'poor man's compression check'. It was back to 40 so I pulled it. You've caught yours early, if you do something with it now you can get more time than I got out of mine. Your plan to do a wobble test is what I'd do as well. As to how immediately you take real action... It's really the amount of risk you want to take on. You know it's 'bad' and on the bench wouldn't be airworthy. Personally, I'd do the wobble test, clean up the valve seat, and watch for the area to expand or compression to dip below 60 then replace it. Having a C I know the pain of replacing a jug. One of the ones I replaced had bad valves 30 hours after I installed it, so I got to do that one twice. I wish you the best.
    1 point
  31. Nav lights off Nav lights on Sent from my iPad using Tapatalk
    1 point
  32. Hmmmm. Regardless of your equipment, it's hard for me to understand what the controller was doing with you. Was ISM IMC? If so, I can't believe the controller would send you direct to TOTNY since there's a requirement for you to be "established" on course outside of the FAF. If ISM was VMC, then sending you to TOTNY for the visual would work fine, but why would he give you the RNAV approach? Something here I'm not understanding.
    1 point
  33. I thought the learning curve was going to b a lot steeper for me than it was. I read the manual while the Aspen was being installed and felt comfortable even doing approaches after a one hour flight. One issue with the GTN's is that course reversal is not displayed on the Aspen. According to Aspen tech support it's a Garmin software issue of which they are aware and are supposedly correcting. Sent from my iPhone using Tapatalk
    1 point
  34. Why would you need to use mask setting? Other than how it is positioned using your headset, it is simply a cannula, which is a comfort issue. There is no difference otherwise with any other cannula. I do use mine together with an O2D2 pulse delivery O2 system, and it is pretty thrifty with the O2 tank.
    1 point
  35. Consistency is probably the single most important element when it comes to getting good landings - crosswind or otherwise. Remember, regardless of what the winds are doing, you always use the ailerons, as much as necessary throughout the flare, to keep the airplane from drifting laterally - left or right - from over the runway centerline. If you've got a strong crosswind, it's simply going to take more aileron. If you've got little or no crosswind, it will take little or no aileron input. As far as rudder input goes, that's just as simple too - you add enough to keep the airplane aligned parallel to the runway. If you don't have much crosswind, it won't take much rudder. If you've got a lot of crosswind it will take a lot of rudder. If you've got so much crosswind that you hit the stops on the rudder and you're still not able to keep the airplane aligned you've reached the crosswind limit for that airplane. What I've just described is the "wing low" method for crosswind landings. Flying an airplane is dynamic. You're always moving the flight controls to make the airplane do exactly what you want it to do. (Remember: "FTDA" - Fly The D@mn Airplane) However, as your speed slows during the flare, you will need to increase control deflection to compensate for the loss of airflow over the control surface. It is not a "set it and forget it" scenario. (There is also a "crab and kickout" method, but unless you happen to be flying a jet transport with the engines mounted below the wings there's really not too much need to use that particular method. Although some guys like it, its use is in most cases purely personal preference.) As far as gusts go, the usual technique is to add 1/2 of the gust value to your approach speed. You also need to look at the maximum gust value - you wouldn't want to be in the flare when the wind decided it was time to "gust to 25 knots" if you weren't comfortable with that strong of a crosswind. The biggest mistakes I see people make is that they fly the approach way too fast - they're using the Max Gross Weight approach speed when they significantly lighter, then they add 1/2 the gust factor plus a bit more for the wife and kids, then they add just a little bit more "just to be safe". Then instead of flying the approach at 1.3 VS + 1/2 the gust value, you'll see guys 5 to 15 knots too fast. And then they float and float and float... And of course the more time you spend floating down the runway, the more time there is to screw up the landing.
    1 point
  36. There have been a couple of these systems that have come up for sale from time to time. I spoke to cav to see if they would install the used parts but they were less than enthsiastic. I tried several times to get a quote to no avail, It might be like trying to get an STC from S-tec to install a used autopilot. It's possible but unlikely as there are lots of hoops and very expensive. In the end I decided it would be much more cost effective to sell what I have and buy another with the TKS already installed. Better yet keep what I have and don't fly in any iceing conditions.
    1 point
  37. You're all making me feel better about my trip home from the beach at the end of July, when my groundspeed was 104 knots at 10,000 msl. Yes, I fly a mighty carberueted C-model!
    1 point
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