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Showing content with the highest reputation on 05/24/2017 in all areas

  1. Saturday we flew a flight of 3 Mooneys from Old Bridge (36N) to Central Jersey (47N) for Veterans Appreciation Day. It was a well organized GA outreach event to honor those who served. Adam flew lead. Myself and Yurek in number 2 and 3 positions. We flew in fingertip and echelon formations for an overhead break to land. Also a full real time, 3 camera version from my plane:
    6 points
  2. CAMI will be bringing their PROTE chamber to the Mooney Summit VI in 2018 for our use and training. It only took about 3 years to get this done, but it will happen!
    6 points
  3. I can already see the potential here...The aging Maverick has attained Captain status with United, after retiring from the Air Force Navy with a nice pension. On a transcontinental flight, an unruly passenger defiantly keeps his electronic device on and hacks the navigation system which puts the 747 over North Korean airspace. Tom uses his top gun skills in a dog fight with Kim Jong Un and ejects the troublemaking passenger using him as a human missle to down Un's MiG. Mav does the celebratory buzzing of the tower and is put on administrative leave pending an investigation. He then wins the heart of the FAA official, a recently divorced mother of three, marries and retires to South Florida and buys a Corvette and a Harley.
    6 points
  4. I just got the news. My son Nathan just passed his private check ride. I've already got my insurance agent working to add him to my policy and find out what hoops he'll have to go through before he can fly the family plane. He wants to go all the way to professional pilot. I think he'll help make sure my M20E gets enough time in the air. Too bad the engine wasn't rated for 201 HP. Flying is more fun if you have someone to share it with.
    5 points
  5. Replacing the EI UGP-16 with an Insight G2 would give you an STC'd Primary instrument for CHT, EGT. It would also include full engine logging, fuel flow and carb temp which is nice for a C to have. It's about a $2000 instrument. I'd beat the seller up for the $2000 and tell him you'll eat the installation. Bottom line, I believe the Pre-buy would say that not having CHT or Amps will be an Airworthy item.
    3 points
  6. If you guys want something to cool off your cabin just fly around with my ex... that cold hearted B*#&$ could frost your windows on any Texas summer afternoon..... Sent from my iPhone using Tapatalk
    3 points
  7. Yeah, I've gotten to be pretty good at no-flap landings (though I've only ever done one once before - on my checkride! - in a Cherokee 140). I've often come in with less than full flaps (crosswind, gusts, etc) though. My boss (several thousand hour ATP with ~10 years in a J) was convinced I wouldn't be able to make it into SMO (5,000' runway) without flaps in a Mooney, and I'd been initially picking airports with 7,000+ foot runways just to be safe (though I'd had no issues, under pressure, at KIOB), but I never used more than ~2-3,000', so I knew I'd be fine. (Remember, I had all of ~10 hours in any Mooney before this. Low time in the make and model, new-to-me plane, and no flaps - I was cautious.) Still, I like to fly to places like Catalina (AVX) and Santa Ynez (IZA), and the flaps should work. They're on the list for "ASAP attention." I'll probably fly her out to Chino to get that work done quickly.
    2 points
  8. I paid $45 once to park, but that was Chicago Midway. I was at Asheville a couple of months ago and IIRC it was like Terry said above, $15 pernight and I think they waive one night ramp fee with 10 or 15 gal purchase, which with their fuel prices comes to a wash. By the way, we went to Asheville intending to spend some time at the Bitmore Estates, but realized how many craft breweries there are in walking distance downtown. We ditched the Biltmore plan, got a room at the Renaissance and has a great time exploring downtown Asheville and several breweries on foot. I know that's not for everyone, but if you are so inclined I highly recommend it.
    2 points
  9. 2 points
  10. Especially for gusty/crosswind landings, I've found landing with the flaps up helps tremendously in controlling the aircraft and making a smooth landing.
    2 points
  11. Unless you're going into a short strip, flaps are not required for landing a Mooney, even landing it well. I've done more landings without flaps then with. Especially in a C.
    2 points
  12. My apologies. I didn't mean to take my ball and bat home, just got tried of saying the same thing over and over again and having people give bizarre responses that seem to miss the point and just be argumentative. Maybe it's all Siri's fault. I appreciate the PMs and glad I'm not the only one who advocates using well established technology to make flying safer. When I was in paramedic school we use to joke that all you needed to know was "air goes in and out, blood goes round and round, oxygen is good, blue is bad." Things got a little more complicated in med school and two residencies but I think if you're going to oversimplify things you could probably do a lot worse. As long as you promise not to have lung disease or a heart attack you'll probably do ok with too much oxygen in your airplane for a short time. Perhaps we can all agree that it is beneficial to know your hypoxia symptoms and to carry a pulse oximeter, although I would caution people that some of the "hypoxia symptoms" are symptoms of a heart attack as well so if your "hypoxia symptoms" don't resolve with oxygen it may be a good idea to get down sooner rather than later. Thank you to all those who took the time to respond to me. Raul Sent from my iPhone using Tapatalk
    2 points
  13. Looking forward to this for multiple reasons. I carry a pulse-ox and use it on any flight at or above 5,000 ft. My wife also checks herself with it, so we both know where we are. While it is not one of the panel mounted, calibrated units, from comparison against the one in my doctors office (yes, I took it with me to check it), there is minimal difference in the readings. BUT I do not wear it every minute I am in the plane, and I have experienced a very rapid onset of hypoxia symptoms. On a flight to KISM last year, within 10 minutes my levels went from 94 to 82 at 9,000 ft. without an altitude change. The sequence was: 1. Oxygen level of 94. 2. Mild nausea. (Am I getting airsick in clear air?) Also, thought I caught a whiff of diesel fumes, but at 9,000 ft? 3. Pulse ox check - 82! 4. Multiple shots off of the Oxygen Boost can in copilot seat. 5. Call ATC - descend 7,000 requested/approved. 6. Pulse ox back in the 90's before leveling off. Items 1-5 happened within about a 10 minute span, so for me, I am very interested in knowing my hypoxia "tells" to help me be aware of my blood oxygen levels as well as the pulse ox monitoring I do. Yeah, I am that kind of belt and suspenders guy who bought an oxygen setup for 2 at SNF this year.
    2 points
  14. That is true, however he never landed on one, nor was he in a 4G inverted dive with a Mig 28.
    2 points
  15. After what I just went thru to get it airborne again I am asking for a hanger. LOL I might even bubble wrap it too. I forgot that others might not tie theirs down.
    2 points
  16. Going to a hypoxia chamber is like getting the instrument rating. You don't realize how beneficial the experience is until you do it for yourself.
    2 points
  17. Do yourself a favor and order a Concorde RG-35 battery ASAP (Assuming you have a Gill in there currently). It's one of the best upgrades you can do in my opinion. You can install a nav/com without an 8130, however it would be simple enough to buy one and have it bench checked by your local avionics shop and get them to tag it while they are at it.
    2 points
  18. I was thinking something along these lines for mine.
    2 points
  19. I figured I'd provide an update.. January 26th I earned my CFI Instrument Airplane with the FAA OPS inspector. Good guy... February 3rd Repairman - Experimental Aircraft Builder February 23rd I added CFI-Airplane Single Engine March 4th. I added CFI Gyroplane March 23rd Aircraft Dispatcher April 21st Multiengine CFI 6 ratings And yesterday I received my MEI and Dispatcher certificates in the mail... seems OKC will process multiple things at the same time when they get to you on the list for the first one. Wife says to start making money flying, and stop adding ratings.. So ratings collecting will slow for a while.. Well maybe I can get a Gold Seal
    2 points
  20. Makes you want to put a camera on the belly and fly around a bit
    2 points
  21. It's a pretty simple device. Drive the pins out of the torque tube and remove the indicator cable. Remove the whole assembly from the plane and then you drive the roll pin from the shaft to get the chain gear off it. Then the 4 bolts holding the gearbox together. Clean and reassemble with new grease. Hank is right. Spend the effort on the tail jack screw. That's where the friction is.
    2 points
  22. Made the most boring flight from KSQL to KCVO yesterday to finally get the plane home. Now I need an oil change, and to check the vacuum system as it seemed a bit low, and I think all the CHT/EGT probes need to be checked, etc etc.
    2 points
  23. Saw this today and wanted to share with you guys. I drove past then saw the dual rotors and had to get a pic. Anyone else have any pics of unusual AC?
    1 point
  24. My favorite line from Top Gear--"I've seen genital warts more attractive than the Panamera"
    1 point
  25. True, but if Mooney has them listed, then it is required
    1 point
  26. Asheville is a great flying destination, especially for foodies and brewskies like yourself. And just several miles north in the mountains is Little Switzerland, which is owned by fellow Mooney driver Gary Jensen.
    1 point
  27. Fish & chips are at the south end of the field at the general store. That is also the preferred place to park. There is also a restaurant on the north end of the field, but the parking area there is not quite flat. I had to relocate a 172 once when I discovered the parking brake was inop. It could have ended up in the ocean...!
    1 point
  28. When they added blades, they also reduced diameter, which is lower tip speed at the same RPM. Prop noise increases hugely as tip speed approaches the speed of sound. My 3 blade tips move at the same speed as your 2 blade tips at the same RPM.
    1 point
  29. I was parked in SD once and the wind was really blowing. The Cessna next to me on the ramp was flying off the ground on the tie down chains. My Mooney wasn't even wiggling. On the flip side, a thunderstorm came through Tucson and tore my Mooney loose from the chains. It broke the chains! The plane traveled about 200 yards and was stopped by a King Air. I couldn't find any damage to the Mooney. The Mooney scratched the prop of the King Air with its elevator.
    1 point
  30. I head there often for fish & chips, it's great! Well worth a visit. Ocean on three sides and a mountain on the fourth. Coastal fog can be an issue. Tie downs only and no IFR approaches. Also, no fuel. Little River KLLR is a good option if you need to divert.
    1 point
  31. You mean like this? The company I used to work for in Vegas had a few of these birds used for heavy lift type operations.
    1 point
  32. I still think it is a mis-match between the plug-ins and the ports. I just can't believe that all 4 ports or all your plug-ins would go bad at once. If you could figure out which plug-ins match your ports, it would be a lot easier and probably cheaper to replace those than the ports. Have you called and asked Aerox or other O2 parts supplier. They may some insight.
    1 point
  33. CEC is a bit far out of town, for a divert on the coast I'd plan on ACV or EKA, both are closer to 'civilization' with ACV having a hotel just down the block, although as usual availability might be a concern. Since as it has commercial service, ground transport may be easier. But EKA during business hours would probably be fine too. Redding is the largest town in the area and being inland has a totally different weather pattern, and lots of hotels, so I'd expect to be able to find something there. That's where I usually plan for if the coast goes to hell. Also, on a related note, am I the only one who thinks it would be cool to have a service for something like a Delorme inReach(er, sorry, Garmin) and be able to text a concierge and say, "diverting from 0Q5, need hotel" and have them find you a hotel and ground transportation nearby. Or alternatively, a decent list of airports with camping or nearby hotels instead of having to check every single airport to see what's near it. Ok, rant done.
    1 point
  34. Yes, sort of. I have a pair of Bose Quiet Comfort noise canceling audio headphones that I sometimes put over the Halos. I love the Halos and they are indeed quite. But it is quieter when placing "cheap" noise canceling headphones over them. They are light, battery powered, no cord, about $300, and have non-aviation use.
    1 point
  35. More good suggestions to help would be: Buy a pulse oximeter (or more than one like I have in case you drop one, battery issue etc) Go flying with your pulse oximeter on continuously at different altitudes on an average day, (start low, you might be surprised at how fast your readings change) and climb to progressively higher altitudes for at least 4-5 minutes at each altitude, longer if you can, (takes a while to equilibrate) up to 10,000 or whatever altitude your oxygen saturation drops to 90%. That altitude will be YOUR personal 90% saturation altitude at which you should probably be wearing oxygen at or above for the reasons mentioned earlier and by others.
    1 point
  36. Oh of course I think EVERY pilot should fly with a pulse oximeter. So I totally agree with that statement. I personally fly with THREE of them. The reason I think you should also know your hypoxia symptoms as if you get a symptom, you'll know you need to check your pulse ox now rather than periodically (which one might forget to do if you're actually hypoxic)
    1 point
  37. Be a man , and get real nose art...
    1 point
  38. could be as simple as shot orings inside the female connector. usually easy to remove with an oring tool. however you need to use a flouroelastomer oring. Call mountain high and they can help you.
    1 point
  39. Probably a long shot, only the FAA would require the same pucks to be used after 50 years ........ Mac truck has improved their design several times I am sure.
    1 point
  40. Even at 9000 ft everyone should be on O2 (certainly the pilot) unless you're a Sherpa from Nepal. if not, you will arrive at your destination tired and with a potential headache. In the evening your wife won't be kidding when she says she has a headache.
    1 point
  41. 1 point
  42. Its kind of ironic that it was the "Rmag" that was the problem.
    1 point
  43. Well, It was the right magneto condenser/capacitor. We replaced it and no more noise. I was incorrect in what I wrote above; I thought the noise could be isolated by running on the L mag switch. Apparently such is not the case. My A&P surmised that even though the R mag is grounded, it is still spinning so the bad capacitor could still send out RF interference.
    1 point
  44. I am absolutely NOT making the argument that using oxygen at altitude is a bad thing. What I'm saying is that you should use oxygen with the goal of maintaining a NORMAL oxygen saturation. We're learning now that both hypoxia and hyperoxia can be harmful and with the availability of inexpensive and reliable pulse oximeters we should be monitoring oxygen saturation and titrating the flow rate in order to maintain a normal SpO2. I like to use 96-98% although some would go lower. I don't think there is anyone here who would have a 96-98% oxygen saturation at 10k feet without using supplemental oxygen. Sent from my iPhone using Tapatalk
    1 point
  45. At night vision goes first, so I use O2 from the ground up at night. During the day, anytime time over 7,500 or over 5,000 for more than an hour. If you consider a situation stressful, at any altitude. I check the pulse oximeter every 10-15 minutes and turn the O2 up whenever it gets below 96. The BENDS can be an issue when flying even in the teens. Mitigation;1. Pre-breath O2, 2. Take an aspirin before flight, 3. Drink plenty of water (hydration). 4. Slow Ascent. Additionally you can acclimate overnight at an elevated altitude. I have found time aloft makes the most difference, so limit high altitude flight when flying with a person susceptible to the BENDS to no longer than 2.5 hours.
    1 point
  46. The wing loading on a Mooney is higher and it will be more stable than a 172. I have 300 or so hours in a 172. The 172 controls are cables and pulleys while the Mooney use control rods. A Mooney going through turbulence is traveling faster and you will feel jolts instead of the wobbling feeling. Sent from my iPhone using Tapatalk Pro
    1 point
  47. Don't forget "The Final Countdown" the first movie to feature the F-14 - The USS Nimitz goes through a storm near Hawaii and ends up time travelling back to December 6, 1941. Very neat movie. A remake could be pretty cool. Kirk Doublas, Martin Sheen, fun movie. -Seth
    1 point
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