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Showing content with the highest reputation on 01/16/2017 in all areas

  1. Finished up my dual time and got to fly solo in the Mooney yesterday. http://intothesky.us/2017/01/14/last-cfi-flight-first-solo-in-the-mooney/ Then today I got to go flying again this morning, this time in the right seat of @MHemperly's "E" as the safety pilot while he was shooting approaches for his IFR currency. I was glad he asked, I had a great time and learned a lot. Here's a few pictures from this morning.
    8 points
  2. Feb issue of Plane and Pilot has a list of great used planes to buy. Mooney 20F Executive was listed. Great advertising and vote of confidence.
    4 points
  3. Although a go around is rare for me, I have still done them, one within the last year (in my Mooney, got several in the Lancair). Hank's advice is dead on. I have made zero opinions on the negative side when I see a pilot elect to go around. It clearly demonstrates good decision making by the guy behind the yoke. Tom
    4 points
  4. Another good write up, Richard. The next time you are fast on final, just hold the plane off in the flare, keep the nose up and stay centered on the runway. You will experience the Mooney float, just don't let the wind blow you to the side. Expect about 100' of float for every 1 mph you are fast . . . Eventually the excess speed will bleed off and you will land. So don't do this if the runway is short. Having the wisdom to do a go around is a good thing, not something to be embarrassed by. If something isn't right, go around and try again, that's how pilots stay alive and airplanes stay undamaged.
    4 points
  5. And an F with manual gear is the best buy of all IMHO Mooney should have never strayed from manual gear again IMHO or at least offered manual as an option. You still can get a car with manual transmission though very rare.
    4 points
  6. Agreed! Certainly a mistake on a short field and even seems to be falling out of favor for any takeoff in a Mooney. Instead of hanging around down low, with the wheels out, just so you can use the last 1000 ft of runway if you have to... tuck those wheels up and CLIMB. The extra 300 or 400 ft of altitude might be even more useful in the event of an engine out. After all, landing gear up isn't the end of the world. One note for our unlicensed co-pilots riding right seat, such as my wife. In the event the pilot (me) become incapacitated, her instructions are to land gear up no matter what anyone on the ground or ATC says. She's less likely to bounce, loose control, and will stop quicker. Especially since there are no brakes on the right side of the Mooney cockpit.
    3 points
  7. Hey Richard, Nice write up as usual. And well done on the go around. There are two useful skills to practice when you happen to botch an approach and come in way too fast. I'll mention here that when the Mooney Caravan flies (and we hope you'll join us on a flight to Oshkosh soon), we fly our approach at 90 knots and no flaps. And yet we all land just fine. All that's required is enough runway. So when you find yourself coming in hot, use the event to practice either 1) a go around, as you did or 2) landing by holding the plane in ground effect until it just can't fly any longer and rolls on. The key is with power off, hold the plane off the runway as long as possible. Both are good skills to have. And of course, the available runway might determine your choice of 1 or 2.
    3 points
  8. thanks for another fine write up... I hope that the stories continue even though it seems our young man is all growed up now. It just must be so neat to fly any time your wife lets you!
    3 points
  9. @Skates97 thanks for being my eyes today! I hope I didn't suck too bad! Lol! Glad you had fun!
    3 points
  10. Those of us with right shoulder issues are glad to have electric gear. Besides, I keep approach plates on the floor below the quadrant, and keep charts, water bottles, etc., on the floor between the seats. Can't do either with manual gear, it's all right where the J-bar goes.
    3 points
  11. Flight to Wilmington NC to have dinner with some friends. Crappy part is I didn't see any of this as I was under the hood the whole way with a safety pilot (Instrument training). Daughter took the photos and saw all the sights.
    3 points
  12. Flew to Camarillo for breakfast this morning from KAJO with my beautiful family. Met up with a couple other friends that flew out of the high desert KWJF. It was a bit bumpy but all in all a great flight. And Waypoint cafe is always a treat!
    3 points
  13. I am a little different than the rest of you here. Clarence rebuilt my doghouse when I did the engine overhaul in 2009. He powder coated it shiny black and it has absolutely zero leaks in it. Before this was done, there were times when I would see my JPI top 390 for one or two of the CHTs. After it was done, the hottest I would see on a hot summer day was around 365. Mostly my CHTs are between 320 and 350. Nice and cool. I like the idea and look of Sabremech's new cowl and I certainly want one too, but I am a little scared of giving away the great cooling of my current doghouse. He promised me (at Oshkosh last year) that his new cowl will provide just as good cooling air as my doghouse. I remain hopeful.
    3 points
  14. I was shocked and saddened when I opened up and read the latest issue of the MAPA Log and saw that Cleon Biter “Flew West” last month after a battle with cancer. I’ve known him since I first started teaching for the Mooney Pilot Proficiency Program as a new Mooney instructor over 20 years ago. He was one of the best pilots I have ever flown with. He was one of the first Master Flight Instructors. As a meteorologist, he really knew and understood Weather, and every time I taught for the PPP and would sit in and listen to his weather presentations I learned something new. After one PPP in Jefferson City a number of years ago, he took Wayne Fisher, another great instructor, and me back to Kansas City where we got our flight back to our home cities. He flew with perfection. While in the FBO I asked him to review how he did a preflight weather briefing. We headed to the computer and he took the time to detail how he did it. Since he was in Colorado, I recommended many students in his area to get their transition and other training from him. I always got positive feedback from them. The flying community and especially the Mooney flying community lost a great teacher. He will be greatly missed…
    2 points
  15. Richard, I've bounced my plane twice since I've owned it and both times i was coming in a little fast and light on fuel and payload; both were also early in ownership of my Mooney. I think it's something every Mooney pilot should experience so you know what to expect and how to handle it. Nice work handling yours. As you know a bounce occurs when there is too much airspeed so I now fly precisely 70 knots over the numbers when heavy, -5 knots when 300 lbs or more under gross and +5 in gusty wind conditions. I learned this from Don Kaye after I purchased his landing DVD and materials that came with it. I've never bounced a landing since. My CFI still thinks 70 is too slow but I think that's a common mistake some CFIs that are unfamiliar with Mooneys make. Kevin
    2 points
  16. Or how about a highly modified F with ALL the bells and whistles for $200,000?[emoji2] Sent from my SM-G900V using Tapatalk
    2 points
  17. The next time I go up I'm going to hop over to Chino with it's 4,858' and 7,000' runways where I have plenty of room to try holding it off longer. I know that Corona is plenty long with its 3,200' runway and I generally just tap the brakes when exiting at the end where my hangar is, but there is something subconscious about watching those trees at the far end come closer while still floating along... Just need more practice.
    2 points
  18. Get some speed around the corner (no static run-up). With a static run-up you have to break initial friction. A rolling TO will decrease the roll by a considerable amount. You rarely see a bush plane do a standing takeoff. Get in the air as soon as the plane will fly. Level in ground effect and suck the gear up. Accelerate to 80-85 mph and hold that. Flaps stay in TO position. Clear of obstacle, flaps up accelerate to whatever you want. Notes: The gear is a lot of drag and we have no separate gear doors. Get it up! On the minuscule chance the engine quits at that particular time, you will probably belly it in. Of course, if the field has obstacles, you will probably hit said obstacle anyway. You accelerate MUCH faster in ground effect than waiting on the runway. Some people don't like to pull the gear with runway in front of them. I think this is a mistake on a short field where max performance is key. I grew up flying from a 2000ft grass, mountain strip with 200ft fir trees at the end. Your mileage may vary. Sent from my iPad using Tapatalk
    2 points
  19. Thanks guys. Hank, in looking back on it while driving home I saw that if I would have just held it off in the float I would have been fine. The problem was I tried to let it touch down at the higher speed. The going around wasn't that I was embarrassed, it was more annoyed at myself for not being set up right. I was pleased with the go around and working through cleaning up the plane quickly. There was only one other go around that we did in my transition training and that was when I was coming in high and fast and made the decision early while still on short final. Making the decision and executing after a couple bounces was different that that, but I was happy with the way that I handled it.
    2 points
  20. I've got a lowe's float charger that has been connected to my battery since I've owned the plane.
    2 points
  21. It was painted about 5ish years ago to look like an Ovation, red and black stripes. Someone did the whole panel over to include a 530W, Stec 60-2 and one of the older style digital engine monitors. I was always curious about the panel, it looked like someone had overlayed on top of the original structure which made it stick into your face. Wasn't my favorite to fly due to that. I do not think I have any pictures unfortunately.
    2 points
  22. Go to the battery minder website... they design for the specific type and brand of battery that you have... They have engineered out the usual things that cause fires... permanently installed like PTK mentioned above. Generally speaking, it's as good as it gets without having to stand next to it to make sure it is working... Best regards, -a-
    2 points
  23. x2. I pounded the pattern yesterday when I was solo. First time I was sloppy and came in at 80mph Vref and floated well past the 1,000' mark. I dropped gear and flaps much earlier next time around, 75 over numbers and I had it down about 300' past the numbers.
    2 points
  24. To Portland Maine with my oldest sun - Lobster run. We had lunch and brought home some hapless lobsters. We ate a place that had the most amazing lobster sandwich I ever had - like a lobster roll but better - the bread was toasted and soaked in butter - and we know lobster and butter is good so no surprise there - but then avocado and bacon - wow it was amazing.
    2 points
  25. I got an idea with your money. Pull the King radio and put in a Garmin 255. You'll have plenty of space to move it over to the center stack. I'm headed the L-3 9000+ route as well. Mine has been purchased, just waiting for the shop's slot. Going to be moving stuff around as well.
    2 points
  26. Thread update - I really pressed the shop during annual to do as much as they could to tighten up my dilapidated doghouse baffle, after I maxed out on what I could do on my own with RTV caulk. My climb CHTs have always been too hot in summer despite adequate peak fuel flow, and in cruise #2 always ran 30 degrees hotter than the rest despite being one of the richer cylinders. A likely result of these temps was I had to pull two cylinders for IRAN at 900hrs SMOH during annual, so the baffle was getting pulled apart anyway. I wanted them to address the hard to reach areas around the starter and alternator, particularly on the prop side, and replace the disintegrating front seals. Below are some pix of the results. Too early to tell if it worked, because now #2 and #3 are running very hot during re-break in. Fingers crossed that this will hold me until Sabermech's cowl mod is ready to go however...
    2 points
  27. DVA - just noticed on your profile that you own 9153Z. I bought that airplane from Mooney back in '96 and flew it until '00. Great airplane! Brings back good memories!
    2 points
  28. Well the first $800K they raise has to go directly into Mark Baker's bank account... so it takes awhile to raise enough to start giving hat's away.
    2 points
  29. My son went on his first plane ride with me at 9 months, and has ridden with us 6 or 7 times since then. He turned 2 in October, and just over the last couple months really taken a liking to airplanes. He had been indifferent before, but now gets really excited about going to the airport to see planes. And yes, it's probably about time for his first haircut too.
    2 points
  30. We just bought our first plane (M20E) and my daughter got to see it for the first time on her 1st birthday. She's on the path to be the 5th generation pilot in our family!
    2 points
  31. The N number derives from a couple things. I had N929PG as my first Mooney, and loved the way "niner" rolls off the tongue (cool sounding). I bought the kit in 1999, my daughter graduated HS in 99, and the last two of my SSN are 99. The 4PT is what the plane is, a 4 place, pressurized, turbine, and the very abbreviation all my Lancair friends use in refering to the plane. It is also conveniently the shorter number I use once communication is established with any ATC facility. Where you at in "Northern Michigan"? It's kind of funny, but no one but a true Michigander knows the difference between a Yooper and a Northern Michigander. Most find it hard to believe a Yooper is farther north than a Northern Michigander. Of course, the air is thinner up here so that accounts for some of our craziness. Tom
    2 points
  32. Just added another notch in my plane ownership belt. I'm on my 26th year of owning the same Mooney. Sent from my iPad using Tapatalk
    2 points
  33. Here ya go, my favorite bravo panel-
    2 points
  34. I too am interested. I am located at KTAN (near New Bedford and Providence, RI). I would love to share safety pilot duties. John Breda
    1 point
  35. I just spent an hour talking to one of the world's leading fluorine chemists... wow i got a major, longer than expected chemistry lesson. Basically, what we are trying to accomplish can't be done chemically without mechanical means of application. There are molecular structural reasons in ice at low temps that cause ice to attach to surfaces mechanically. He said a mechanically bonded teflon similar to a frying pan would be needed for a chance at inhibiting this mechanical bond. Teflon on frying pans are applied by physically pressing teflon powder to the aluminum with big time pressure to cause a mechanical bond. It cannot be sprayed on... This means the surface is also brittle if bent, vibrated or if abrasives hitting it. I bet this had already been experimented on aluminum props, but either didn't make it anywhere due to short longevity of the coating or it caused some other problems because on the very small scale, this kind of teflon looks like rime at the surface. who knows... He said what we are looking for probably can't be achieved in fluorine or other chemistry. I'm going to shelf thinking about this anymore since by brain just exploded.
    1 point
  36. It’s an acronym for Alternate Method of Compliance. Basically anyone can suggest to the FAA an alternative way to comply with an AD that will bring the same or better results. The FAA has to review the AMOC request, but they don’t have to grant it. They often do, however.
    1 point
  37. I have my battery minder hardwired to the battery and plugged in all the time when the plane is in the hangar. I unplug it from the battery when flying so it doesn't draw. Been doing it for about 4 years now. I also have a remote GSM switch relay which I wired to control the batteryminder and the engine and cabin preheaters. Both boxes live on the floor of the baggage compartment. Never any issues.
    1 point
  38. The ides of trying to force an AMOC might be a good idea here. It would also get a response to "pre-fabricated' hoses but what I think you will find is that the hoses in question are those made of rubber with AN fittings for fuel and oil. They "can" be made up in the hangar (see Pt 43) but as an owner you can't do that. If you buy a hose kit you're cleared to go the entire way. On these metal fuel lines I think it could be argued either way but the Feds will say- NOT preventive maintenance. As mentioned, replacing the "line" triggers the AD for A&Ps to do right now. Good luck with your endeavor, I hope it works.
    1 point
  39. We start by teaching them how to back out of the hanger in reverse
    1 point
  40. I don't know what's hard about getting 75% power at 50 LOP. It's not hard at all for me. The flight regime in which it's possible to have enough air flowing though a normally aspirated engine to do it is limited. I do it down low the winter time often at 1500-2000 agl with DAs at that altitude ranging from -1000ft to 200ft. My angle valve IO360 will run smooth to around 90LOP, but there is no utility running much past 60LOP.
    1 point
  41. James, I was leaving the avionics shop after they reconfigured the unit (I had the Lynx 9000 installed as well). The first try for my validation didn't take and the shop needed to make some adjustments. Since I was already in C airspace and under the class B shelf, I asked for VFR flight following and asked to remain within the 30 mile ring for 30 minutes. The controller told me to do whatever I needed and let him know when I was resuming my flight back to Ocala. Upon landing, I logged into the rebate site, plugged my info in and got the four "greens" that confirmed my validation. I've noticed all my VFR flight following trips show up on Flight Aware now. Even some 1200 flights are showing up. I'm pleased with the Lynx and am amazed at the amount of traffic that is out there. I have it feeding my iPad on ForeFlight. I hope you enjoy it and find it a great tool as well. Steve
    1 point
  42. Sounds like home Brad, Bob and I could join ya... Best regahds, -a-
    1 point
  43. That was 15 years ago but I believe it had older King radios and a Loran. No GPS. I bought it from Bill Bain out of Falcon Field (Mesa, AZ) on April Fools Day 1996 with 1900 hours SMOH and got 2400 hours exactly before replacing the engine. The N number was his birthday 9/29 and PG was for papa & grandma. Sold it and delivered it to a doctor based at Griffin GA with 800 hours on a Factory Reman in 2001 when I bought the Rocket. I've checked many times over the years on Flight Aware and thought it ended up in South America. Is it still tan and brown? Tom
    1 point
  44. I think both you and Anthony are correct, but maybe in different ways. In a big turboprop, going to fine pitch and idle power increases drag A LOT, so I think Anthony is correct from a theoretical point of view. In our airplanes, however, we really can't go to a true flat pitch on our props, and it is not recommended to let the prop drive the engine at a deep idle, so in our airplanes the drag increase either isn't significant or not attainable. Just my $.02
    1 point
  45. From 14 CFR 43: §43.7 Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or component parts for return to service after maintenance, preventive maintenance, rebuilding, or alteration. (a) Except as provided in this section and §43.17, no person, other than the Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service after it has undergone maintenance, preventive maintenance, rebuilding, or alteration. ... (f) A person holding at least a private pilot certificate may approve an aircraft for return to service after performing preventive maintenance under the provisions of §43.3(g). From AC 39-7D (https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC 39-7D.pdf): "ADs are authorized under part 39 and issued in accordance with the public rulemaking procedures of the Administrative Procedure Act (APA), Title 5 of the United States Code (5 U.S.C.) § 553, and FAA procedures in 14 CFR part 11." So, as above (RLCarter), ADs fall under part 39 and not part 43.
    1 point
  46. From the Pilots Guide for the KAP System The KAP 150 system incorporates a system self-test function which is activated by a test button on the KC 191... 1. All annunciator lights, the trim light and autopilot light will illuminate. 2. The trim light will flash 4 times. 3. The annunciator legends will go blank, an aural tone will be (approx. 6 times) and the "AP" light will flash (approx. 12-13 times) and go off. (If the AP light fails to flash you will be unable to engage the autopilot.) 4. The KC 191 display will go blank. CAUTION: If the trim legend flashes or remains on at the end of the test it indicates there is a failure in the trim system and the autopilot will not engage.
    1 point
  47. There is no replacement for displacement. That being said, you went on a single round trip flight, in one J model, with another pilot flying who may or may not know how to get the best out of his airplane. My observations would be the following: 1) If I owned a J model that trued at just 150kts at 7000ft, I would be investigating what the problem was. 150kts is the bottom of the barrel for a J model unless he was LOP in which case he should not have been burning 10GPH at 7000ft. That's where I flight plan my box stock geriatric F model and I often see more. 2) Getting the most out of an airplane requires planning. In a true XC situation, one would climb high to sip fuel with the best tail wind and return lower out of the strong winds. You seem to be implying that 11,000ft is "Ovation Country". A J model is extremely usable in the 10,000ft to 15,000ft range. Climb rate starts to drop off above 12,500ft but a good J should average more than 500FPM in a climb to 12,000ft. 3) The actual TAS difference between a well performing J and R at max cruise is about 25kts making the R about 15% faster in a race. The difference in fuel burn is about 5gph. This means that the R is burning about 50% more gas at max cruise. If you think that cross country block times will be 15% faster, I would bet that is highly optimistic even on longer trips, on short trips you get bragging right for landing a few minutes earlier and burning a lot more gas. Unfortunately, I would bet that block fuel burn will be 50% more for the R all other things being equal. 4) Useful load. I don't know the exact numbers for either specific plane, but both of the Rs I am familiar with weigh in at near 2400lbs with a useful of about 965lbs. I contrast that with my lowly 200hp F's dry weight of 1681lbs with a useful of 1059lbs. Let's compare a 500nm trip for a typical couple in both planes with 45min reserves. Using numbers for my F model pilot and spouse - 305lbs bags - 100lbs Fuel - 240lbs Aircraft dry weight 1681lbs Total payload and fuel 645lbs Total weight 2326lbs (note that loaded for the trip my plane is lighter than an empty R model). Power to weight ratio is .086hp for every lb. For a typical R Model pilot and spouse - 305lbs bags - 100lbs Fuel - 317lbs Aircraft dry weight 2395lbs. Total payload and fuel 722lbs Total weight 3117lbs Power to weight of .09hp per lb. Not really a huge power to weight ratio benefit for a normal XC mission. If the plane is being flown solo, then the P/W spread is greater, but you should understand that the 180 and 200hp machines do quite well when flown solo as well. Plenty of folks seeing initial climb rates of well over 1200fpm when flying solo in the cooler months of the year; great climb rates are not solely the purview of the big Conti's. I can often hold greater than 1000fpm all the way to 8000 in the cool months. 5) I'm not so sure that any long body has superior short field performance either in or out when compared to a 200hp mid or short bodied bird. Check your POH and compare. I believe that at gross weight as well as lightly loaded, the R is going to use more runway when compared to the lighter short and mid-bodies. My POH says a 200hp F will have a take off roll at MGW on a standard day of 880ft. Configured for the above mentioned 500nm XC trip the POH says 595ft at SL on a standard day. I am not trying to poo poo the big Conti-engined birds. I think they are great machines, especially if you fly alone a lot and don't care much about efficiency. I don't see them as the fire breathing muscle machines that some make them out to be. I think if one studies the performance specs, one finds an honest plane that goes somewhat faster on a lot more gas. With regard to the J model, I am trying to think of a certified, production 4 place aircraft that goes faster on a gallon of gas and nothing comes to mind...unless I include turbos. A good K model 252 will do better. In fact a 252 will hang with a standard Ovation above 10K and walk away from it above 15K...all while burning less gas. You might consider spending a bit more real world time in the J (maybe rent one if you can). I think you'll find that while the performance differences are significant, they're not quite as dramatic as you are portraying them to be.
    1 point
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