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Showing content with the highest reputation on 02/18/2017 in all areas

  1. It's been a long search, but it patience has paid off. Thanks to all for the info and encouragement shared on this site.
    6 points
  2. Harrison is high profile and a huge spokesperson for general aviation. The media is sensationalism. We all make mistakes, flying and everything else. I've used the wrong call sign at times on the radio. I've almost landed on a taxiway years ago, etc. Some survive, some don't. We kill over 40K people per year on our highways...... but, accidentally fly over an airliner and land on a taxiway and wow! Media frenzy!! BS I say. He made a mistake. He flys a lot and flys many different types of aircraft. So do many, many other pilots, we just generally don't hear about their mistakes. BS media frenzy, I say again!
    6 points
  3. 1. LOP mag check at cruise power. 2. ROP mag check at cruise power. 3. LOP static mag check. 4. ROP static mag check.
    3 points
  4. I can attest to the severity of formation flying addiction. Some have reported side effects such as, left hand cramping (also known as "Eagle Claw syndrome" ), attempting to formation drive with strange cars on the highway, responding to texts to meet at a location with "Two is in", constant thoughts of modifying throttle controls, and adding flight patches to shirts. Common side effects are cravings for more, feelings of euphoria, and perma-grin. [emoji16] Sent from my iPhone using Tapatalk
    3 points
  5. Brief note: On my 425 nm trip north yesterday, with the heater off my new Sensorcon showed 2-3 on the taxi out then displayed 0-1 while in cruise. It never got cool enough to open the heater without annoying my wife and/or killing the dog. More later. Sent from my iPad using Tapatalk
    3 points
  6. Did a little experiment. 4 CO detectors side by side while I was heating up my hangar with a propane heater. Only the Sensorcon unit picked anything up. The other 3, including one with a temperature gauge didn't move. None of them triggered an alarm but I expected the ones with a zero PPM number display to begin counting up. Sent from my iPhone using Tapatalk Pro
    3 points
  7. I have to admit my wife, also a pilot, saved me once from landing on a taxiway as I lined for it rather than the adjacent runway at MMH long ago. I wonder if he set up incorrectly as I did and then the sight of the jet and evading it is actually what distracted him from ever recognizing it wasn't the runway as he got real close. Perhaps so fixated on not hitting the jet, it distracted him from not recognizing the taxiway and runway for what they were. How horrible for any pilot to have a incident, especially a pilot deviation, and then be a celebrity so that the whole world hears about it! I am guessing under the new FAA Compliance Philosophy he'll get 10-15 hrs of remedial training - not violated. But I think the "remedial training" he's getting from the press will be way more than enough
    3 points
  8. Wait, Jets scrambled for GA aircraft? Oh they were F15s...that's good! I have it on good authority from the NTSB and the Air Force that F16s can't pick up slow moving GA aircraft on radar. You would not want to scramble F16s as they would have to rely solely on the visual to intercept the bogey. I guess they could have ATC vector them right "through" I mean "to" the target...
    2 points
  9. I figure they will cut him slack because he is Harrison Ford, or they will try to make an example of him because he is Harrison Ford.
    2 points
  10. Browncbr, the usual "carbon deposit" issue is carbon on the plugs that reduces or closes the plug gap. Hotter temps might help, but the real culprit is running too rich especially during ground ops. Tell your uncle there is no way he can hurt the engine by running it too lean on the ground, and he should lean it out as far as possible for taxi, etc. Actually, the best way to do it is to watch the "lean rise." An idling engine that is too rich will increase RPM's when it is leaned out, up to a point, and after that the RPM's will start to fall again on the lean side. For ground ops it is best to lean to the peak of that lean rise or just a little past it. Typically the lean rise is an increase of about 75 RPMs. Go too far past it though and in idle conditions it is possible to starve the engine, causing it to shut down. It doesn't hurt the engine, it is just a pain because it needs to be restarted. LOP reduces carbon/lead build up quite well.
    2 points
  11. At the Sun n' Fun event I am always told to land at the taxiway. No big deal and it expedite traffic flow. If Ford would have landed on the runway the B737 would have to wait for Ford to clear the runway. Well done Indy. José
    2 points
  12. These three graphs should settle this debate once and for all.
    2 points
  13. It's my opinion, Mooney pilots and owners are the most passionate people about our aircraft........possibly more so than any other aircraft type. Again, that's my opinion only, with no scientific evidence to back that up, and maybe it's simply because I'm a complete Mooniac myself. I've fell in love with the Mooney look when I was around 7 years of age, or thereabouts. My dad took me to Harvey Young airport, East of Tulsa, to visit a friend of his that owned another type of airplane (can't use the C word on MooneySpace). All those other airplanes were terrific, but one little airplane stood out to me. It was the little one that looked fast just sitting there smiling at me, with that interesting nose and unique tail. Love at first sight and forevermore it was! I say many times, that I sing to my Mooney, as I suspect many of you do. Well, maybe you don't actually sing out loud to your beauty, but you possess the same affection and passion for your airplane that I express when I sing to it. It is quite evident, as I peruse MooneySpace, that yes, we are all most passionate about our airplanes and about flying and about aviation itself. We love sharing that passion and learning from each other. So, yes, it's a great forum, full of terrific people! You are all obvious Mooniacs, and there is no escaping, even if you have jumped to another type of airplane, for one reason or another. Pilots I meet, nearly always express positive comments about the Mooney airplane, in one fashion or another. MooneySpace.......YES! Please continue growing, sharing with, and learning from each other. I love it! Have fun flying your Mooney!!!
    2 points
  14. Heck I was looking at the trees and not all of them are painted white at the bottom Where's the grounds keeper? What are u guys looking at?
    2 points
  15. Depends on who you talk to. But afaik there is no lower limit. My neighbor across the way has a F33 Bonanza with the IO-470 (260hp) and the d'shanon liquid air baffles. He runs 230-250 CHT all the time and his engine has 600 hours now, zero issues. Bill Cunningham, who built his motor, told him it's great don't mess with it.
    2 points
  16. Negative contact from the pilot controller glossary. Simple and gets the point across. When IFR in IMC I say "IMC" as well- then they stop asking you to look and will hopefully issue a vector if a conflict exists. Ref pages 72 and 108. https://www.faa.gov/air_traffic/publications/media/pcg.pdf Sent from my iPhone using Tapatalk
    2 points
  17. Mooney sells a kit you install a pin on the upper forward part of the cabin door. It holds the door tightly when in flight. Before painting I stripped the front half of the wing and applied a bunch of filler primer and used a sanding spline to flatten the waves from the wing in an effort to improve laminar flow. In a few areas, like the upper spar cap and the outboard wing skin, we used epoxy and microballooons because the shape was so bad.
    2 points
  18. My Sensorcon was on my porch when I got home from work today via Amazon. It will go in the plane the next time I head out to the hangar.
    2 points
  19. A P-210 looks good on paper but just doesn't work out . . . at least for me. I have probably 25-30 hours in them. You'll only get 500 fpm climb and unless you get A/C they're hot on the ground and in climb. They aren't that fast unless you really push them and that's a lot of stress for a single TSIO-520 engine. I've come close to buying one three times but just couldn't pull the trigger. Pressurization is a game changer, though. I did have a P337 that was an awesome airplane but the bottom line is, pressurization is for passengers and I rarely have passengers.,
    2 points
  20. I would hope that anyone flying a plane would have the multitasking skills to turn a key and quickly observe a graphic engine monitor while on a straight taxiway. And I'll suggest that a static run up while full rich isn't a "full quality" run up at all. In fact, of the four methods a pilot can use to check ignition system integrity, it comes in dead last. If you don't have a modern engine monitor, or have one and don't know how to use it, then I'd suggest a leaned mag check. That method comes in 3rd place. The best is a LOP mag check at high power. I've had two mag failure in 35 years of flying. Both were preceded by a full rich static run up per the POH. I caught the second failure on the ground while on the takeoff roll with an engine monitor. Suspecting a fouled plug, I taxied back and did another run up which didn't show any problems. The subsequent takeoff roll was also aborted. It turned out that the magneto coil was breaking down, but didn't show any problems until full power was applied. The key point here is that the full blown run up is not a guarantee that your mags are 100%. A quick check on the way out is almost as beneficial and when coupled with a modern engine monitor and the knowledge to use it, is a better diagnostic tool. I understand the folks who don't agree with this method. Much of the resistance is because of the effect of primacy, as this is the way most were taught during training. But please keep in mind that most CFIs know very little about engine management. And most POHs were written or adapted from those written before the advent of graphic engine monitors.
    2 points
  21. Yes! That is the chuckle. I don't pay much attention to the fuel setting mixtures in my POH anymore, but I can't help but notice that for the most part, the "best economy" settings are my LOP setting. The main difference is that the POH usually specifies a lower MP than I use, but when LOP, fuel flow dictates %HP, not MP. So at the POH's best economy fuel setting and a higher MP, I am making the same power as the POH setting but at a somewhere greater "distance" from LOP, viz. more degrees lean from peak. So basically, the best economy setting is LOP.
    2 points
  22. I'm certainly not trying to hang this unfortunate chain of events entirely on the Falcon pilot. I don't think anyone here is. Folks may come off a bit more hostile given that no mention, nada, zero, zilch was mentioned about how he contributed to the accident. Indeed he was not on the approach, he was flying the same heading assignment that he had been flying for the last 40NM. There was nearly 40 seconds and two additional calls with instructions between initial traffic call and impact. That seems like an eternity to me. There are many things that ATC could have done better. The folks in the C150 had little to no ability to influence the outcome. There were two crucial components that could have mitigated this incident in the final minute: 1) Knowledge of the possible convergence 2) The ability to alter heading Only the Falcon pilot had both components. You will find no mention of him in the final determination. I don't ever see 253kts across the ground, but I routinely see greater than 200 on Eastbound descents into my airport. If a controller called traffic to me and and upon my reply (I think "looking" is a useless phrase and I don't use it) instructs me to "turn heading 180 if traffic not in sight" then I'd make the f#(^$@g turn, not question their call. That is exactly what happened here and there is zero mention of it as a contributing factor. There are few accidents where I can say with absolute confidence that I would not have made a similar mistake. However, in this case I can say with complete confidence that if I didn't have contact, I would have been turning and then talking, not questioning the call.
    2 points
  23. Yes, a successful completion will qualify you for the Caravan. We accept recommendations from the B2OSH guys and they accept recommendations from us. Only one downside, formation flying is addictive.
    2 points
  24. You pick up a lot of av-dirt on the ramp, especially kneeling to sump tanks. When you're flying daily for two weeks straight, you can just as well give up on trying to change pants or keep them clean.
    2 points
  25. I think you are going to have much better luck finding the plane first, then the instructor. Instructor owner pilots like myself don't typically use their personal aircraft for instruction. Our non-commercial/private insurance policies prohibit it.
    2 points
  26. I voted no. Either leave it be or go to three sections short, mid, and long. Not only are the lengths different but so are the eras for each. Also, folks, please don't post universal Mooney stuff to specific sections and specific model stuff to General. I often skip vintage for example but then am disappointed to find something interesting about all Mooneys hiding there or vice versa.
    2 points
  27. Absolutely pull the throttle back if you find a dead mag while doing this. If you switch back to the good mag or both before doing so, you'll get a big backfire and possibly damage your muffler.
    2 points
  28. What a story!!!! I think it would be a tragedy if it only stayed on these 6 pages...Dan, I urge you to share your story with AOPA, EAA, CNN, and anyone else who will listen...
    2 points
  29. I read the same thing in the press and I only know of the some of the details of the recent engine out landing accident on the golf course. He did an excellent job of dealing with the engine out off field landing with only injuries to himself and plane in very high density area. The second, described only as incident, and if true that "Ford was forced to make an emergency landing" that was also an excellent outcome since "He and his passenger weren't hurt". In the third, I know nothing, but as a CFI I know its my utmost #1 responsibility to provide a safe environment for learning, so without further evidence to the contrary that accident/incident would go on his CFI's shoulder - not his. No one likes to see engine out accidents/incidents, but the FAA is not going to fault the pilot that gets the plane down without hurting innocents unless the pilot caused the engine out. Again, I surely don't have all the details on these, but it seems very rash to criticize him for probably doing far better than the average pilot in such situations. Of course one could say luckier than average too; but clearly made his own luck when he headed for the golf course in the first one.
    2 points
  30. Here's an article from Mike Busch describing some in flight tests including LOP mag check. It's from the Savvy Analysis website. https://www.savvyanalysis.com/articles/in-flight-diagnostics
    2 points
  31. If the price is in the right ballpark why would any discount be expected ?
    1 point
  32. 1 point
  33. Sorry, but it looks like there is a couple of pieces missing. You should replace it with this.
    1 point
  34. If you need to remove something or to scuff for better adhesion, use a red scotchbrite pad. Used gently this won't breach the alclad. Remember this layer is only like .0003 thick.
    1 point
  35. Actually I've stated numerous times that my run up consists of continuity checks only. Mags and prop are cycled at taxi power. Oddly the last two ignition issues we've had were or would have been no shows in a standard run up. My partner departed and noticed in climb that #2 EGT was >1600. In flight mag check showed it was missing on one cylinder. He landed did what he thought was some trouble shooting. The ground mag check was fine so he assumed the plug was cleared and departed. Same problem. Turns out the plug was dropping out above 2200rpm. I once had mag coil failure in which the coil would short to the mag case but only above 1800rpm. I don't tell anyone not to do 1700rpm ground run ups; whatever floats your boat. I just don't see tremendous utility in them. I now do a mag continuity check at shutdown as well. I learned that here, but I don't recall who from.
    1 point
  36. It's all like it was sprayed yesterday. Yes to the door pin, the antenna relocation, the wing smoothing, newer fresh air
    1 point
  37. My first Mooney had a 530 in it. It was very stressful the first few times and I watched lots of videos trying to learn how to use it. But it turns out its pretty easy and you'll love having the unit. On and BTW... it's your airplane, so you can most certainly get the hours in.
    1 point
  38. I asked for a quote from a Mooney POH. The link is to an old (1994) Lycoming service instruction, not a POH. Lycoming has since revised their stance on LOP and in the interim admitted that while it was possible, that most pilots didn't possess the knowledge to do it properly. Regardless, the picture I was commented on was from an Ovation with a Continental engine with LOP numbers clearly listed in the POH.
    1 point
  39. Yeah, gsx, the best approach in the beginning, I think, is to develop the flight plan in Foreflight and then get practice entering them on the 430 panel. Even if I do go to the Flightstream later, I will not only have a better understanding, but also an alternative method. I will be watching lots of 430 videos while waiting for him to complete the annual and finalizing the purchase. I talked to the transition trainer in San Antonio today about possible scenarios for training and getting her to her new home. Because of his schedule, we will probably take this approach: he will fly it to my home field one morning and spend the remainder of the day with me before I take him or send him home. I will then finish up my complex endorsement/transition training with my local Mooney guru flight instructor. The gentlemen doing my prebuy/annual is not feeling well so it might be the end of next week before he is done and I finalize the purchase. Might even be longer. I am hoping to get the plane, get the endorsement, get in the insurance solo time, all before Spring break. I told my girlfriend that I will fly her to Galveston for Spring Break. Certainly would be a quicker trip in the Mooney, rather than getting the taildragger in the air and wait for the Earth to rotate underneath.:) Now that the purchase appears imminent I am getting excited. Natural I suppose.
    1 point
  40. I was quoted $7500 for both tanks full strip and reseal for an M20K 252 with standard tanks. This includes all new gaskets on the senders and new fuel lines, etc. I chose to only do the right tank and negotiated a price on that. I expect to have a DER looking at the spar situation tomorrow (Saturday). Stay tuned...
    1 point
  41. Im no expert and might not prevent a backfire but I'd probably be more inclined to pull the mixture to ICO then back to both mags on, then introduce fuel back to the engine.
    1 point
  42. Apparently, you can call the FSDO and get a 7-year Teflon approval...i think the 7 years refers to how much time it takes to get the approval, heyoooo!
    1 point
  43. Different areas of the country have different considerations. Flying in TX in the summer, I regularly see OAT north of 75 degrees at 8 or 9K feet. For weekend flying or a pleasure airplane (when I can control it and fly early) I don't care if it's warm. It's also tough to climb higher when ATC likes to bring me down to 4-5K ft 50 miles from the airport coming home at 4PM in July/August. If I were up north- TKS and no A/C- I get it. For business travel in Texas (90%+ of my flights), I'm interested in AC. Different strokes...
    1 point
  44. Maybe we could find stuff easier if folks weren't allowed to post 11,000 times.
    1 point
  45. Personally, I would like to see sections more pertinent to topics rather than whether the plane is short, mid or long body. Something along the lines of "engine troubleshooting", "electronic troubleshooting", "plane maintenance", etc. There are a number of good topics buried in the general categories but are difficult to find. And this leads to reposting of the same topic over and over again. Or we could go extreme and have a topic for all those near and dear topics: "AoA", "LOP or ROP?", "Looking to buy a Mooney", "Garmin vs. Aspen", "Skinny vs. Fat Women".
    1 point
  46. My question is... "what would happen to the previous 100,000+ posts in the two existing forums?" Is somebody going to sort them out or is the search engine going to provide new options? Much of what's discussed here has already been said at some point in the past.
    1 point
  47. Fascinating set of posts. My initial post was a plea for all MS forum members to replace their (expired, and otherwise essentially useless) square "CO detectors" cards with the circle that is supposed to change color in the presence of CO, with any one of a number of real detectors. This in order to protect themselves, and their passengers from Carbon Monoxide poisoning. Later I posted the recounting of the CO poisoning that two of my friends suffered while on a training flight. I personally have a Guardian low level detector permanently mounted in the console under the throttle/prop/mixture controls, with an annunciator light in the panel. Yep, expensive, and the battery needs periodic replacement (I do this at every annual), but having experienced low level CO effects in boats and aircraft, I think it is important to spend the money to detect the presence of CO as early as possible. What I didn't post was the fact that I carry two smoke hoods with filters for CO in the front seat back pockets of my airplane. Each unit is packaged in a case of about 6"x6"x2", which is a bit bulky, but they do fit. I bought these for two reasons: For for in-flight fires, with the accompanying smoke including CO, and in the event that the Guardian annunciator, and console unit, indicate the presence of CO. In this latter case, it might take too long to descend from cruise altitude to avoid unconsciousness. I have previously mentioned that I own a Risk Management consultancy, (and that I have been designated as an Expert Witness in aviation related litigation on numerous occasions), and this makes me somewhat more sensitive to risk situations, but I believe that all pilots should consider the CO risk, which of course includes thorough checking of exhaust systems and heater systems, as well as means of detecting CO in the cockpit.
    1 point
  48. They don't have radar so no vectors at any islands except Nassau. I'd rent a raft but you can go without one. I would be more concerned about no PLB. Say you ditch successfully and you're hanging out in the warm water with your stylish jackets, how are they gonna know where to serve you cocktails? This one isn't too expensive, is a good year-round backup to your ELT, is portable and floats: http://www.aircraftspruce.com/catalog/fbpages/ResQLinkplb.php?clickkey=16027
    1 point
  49. Ok. I have a final final date of the 4th March. So this week the final lacquer coat is going on. (Possibly today even). Then the flying surfsces are being attached, rigged, tuned etc. Interior is being added next week. Flight testing is being done next wek and the following week. We have asked for at least 5 hours minimum to be carried out before we get anywhere near the aircraft. My partner and i will then fly for two hours each and include a full test of all the instruments and AP. Then we get into our immersion suits and take her back home. I CANNOT WAIT. i have a powerpoint slideshow which i have put together of the paint process. Ill post it when all the flight controls are back on. To give you an example of the quality, the paint stripes you can see, continue on the inside of the flight controls, ie the bit that is normally hidden and painters ignore. Watch this space, you will soon see the finished result.
    1 point
  50. I rarely do run-ups on the ground. One of the occasions that calls for one is when the airplane has sat for a while and/or work has been done in the engine compartment. That occasion is what caused me to do one yesterday. When switching to the right mag, I get no RPM drop and no EGT rise. Switching to the left mag causes a noticeable mag drop (125 rpm) and EGT rise along with some engine roughness. Any thoughts on troubleshooting and where I should l look 1st?
    1 point
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