Jump to content

Leaderboard

Popular Content

Showing content with the highest reputation on 05/25/2017 in all areas

  1. 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
  2. The worst thing about flying into Asheville, is that you can't bring the motorcycle that way. Stick a pin in the map in Asheville and draw a circle 100 miles in diameter. That is some of the best motorcycle riding anywhere in the country. I went to high school in Asheville, and my grandparents lived there until they passed away a few years ago. It's one of my favorite places in the the whole US.
    4 points
  3. Sometimes it might be worth listening to even more experienced Mooney instructors. Practice makes perfect using full flaps. The C Model can be landed in distances comparable to a Cessna 150 if you use full flaps. The approach sight picture is much clearer when using full flaps. Full flaps makes the transition to the landing attitude while continuing to view the runway much easier leading to a "rolled on landing" without even a "chirp". It's possible that sometimes you don't know what you don't know even while doing what you think you know. So, as a 23 year instructor with nearly 6,000 hours of instructing time mostly in Mooneys and about 11,000 hours total GA time, I recommend landing with full flaps except in gusty winds and strong crosswinds where the crab angle is greater than 15° with full flaps.
    3 points
  4. You could start by replacing the coffee grinder that is your beacon. It's a power hog and for $500 you can replace it with a blindingly bright, (don't look at it directly without a welding mask on), LED version that just sips the power.
    3 points
  5. Wait, I was supposed to read the whole posting?!
    3 points
  6. The above mentioned Switzerland Inn (Gary Jensen) hosts several motorcycle club get togethers every summer.
    3 points
  7. Alex, Matilda (my 67 M20F) and I have flown over 1,000 dogs since my first flight for PnP in 2009. I still fly about 15 dogs a month. The attached picture was from a recent mission .. all of these crates comfortably fit in the plane. Where are you located? ... I'm happy to discuss how I have evolved the setups over the past eight years by phone or in person. .../ jack
    3 points
  8. Never knew you grew up there Paul, my oldest brother lives on the Swannanoa River and my parents recently moved there as well. Every time I visit, I wish I had the bike with me! We should plan a Mooney meet up there sometime!
    3 points
  9. It'd be a lot cheaper to sell and go buy a 28v bird.
    3 points
  10. I suspect that most of us occasionally do more to rough up the gear touching down hard than is done rolling out on a less-than-smooth runway.
    3 points
  11. go to MRN and do the wine tasting tour at Bob Bellville's hanger
    3 points
  12. I'd rather be treated like crap in exchange for reasonable gas prices and fees.
    3 points
  13. So last week started with my King HSI going Tango Uniform on glide slope recognition. Local avionics guy came down, diagnosed, and said it needed replacing/rebuilding. Went online to check pricing for replacement, rebuild or replacement with something glassy. Was not looking good. Avionics guy calls me back and says he has a fresh O/H one he will swap out for me if I can wait for a few days while he finishes up a Citation he has in his shop. To make a long story short, he just called with the invoice for the labor and parts - less than $1 AMU! So a big shout out to Holder Aviation in Pell City at KPLR. I want to nominate him for CB(V) membership. ("V" for vendor) I truly appreciate it when a vendor works with me, and from reading many other posts, there are several we discuss regularly who work with us to maintain our aluminum family members at reasonable cost. Thanks to all of them.
    2 points
  14. I've seen them described as a collection of spare parts rotating around an oil leak . . . . But this configuration appears to work, as long as timing holds up.
    2 points
  15. Unfortunately it isn't. Trust me, I didn't want to spend $6k for a backup. The TSO for the ESI to act as a backup was written primarily to allow the degraded ESI-500 AHRS (sans the pitot static) to perform at the same performance level as a standard mechanical AI. The G5 uses the same pitot static input as the ESI. The difference being the ESI went through the additional testing for this particular TSO., the Garmin unit didn't. The market for a backup AI is small relative to the market opportunity to act as a primary in a 6 pack equipped plane. Garmin was smart, don't spend a lot of certification dollars on a niche market. If they went through the certification and increased the price to $5k, how many would buy it as a primary only. Sent from my iPhone using Tapatalk Pro
    2 points
  16. I'd be up for a weekend fly-in and motorcycle tour. Fly to somewhere in Western NC in the Mooney and rent a bike for a day or two of riding through the area, Blue Ridge Parkway, Tail of the Dragon, Cherokee, Fontana Dam, Mount Pisgah, etc. We don't need a tour guide, or organized (pay for) excursion. I've already got the maps for it somewhere :-)
    2 points
  17. Plus the 12v system is listed on the type certificate ( I believe) so that right there makes it nearly impossible. There is really no reason to need 28v in a small airplane, the advantages of a 28v system don't really show up until you get into a larger aircraft. Plus, all modern avionics are made to work from 11-33 volts. If you want to take advantage of a 70 amp alternator, then just make sure the existing wires going to your main bus are appropriately rated in size for that load (there is a good chance you will not have to do anything). 70 amps is really overkill in a short body too, I don't think you would ever need that much, especially considering new electronics draw a lot less. I would say the best way to reduce amp draw cheaply and easily is to install an LED landing light, that should shed about 7-8 amps.
    2 points
  18. Being kicked out of the Cheap Bast$%d Club is not fun. You get ridiculed, fingers pointed at and avionic shops think they can throw AMU bills your way. It's no way to live a life.
    2 points
  19. You have gotten pretty good advice, there is not much to add, but here is a little. We treat TIT as an absolute number and EGT's as relative numbers. In other words, it matters whether TIT is 1600 or 1700 - it matters what the absolute number is. It does not matter what the absolute EGT numbers are, it matters what they are relative to peak EGT. TIT has a redline and is there to protect the turbo. The turbo runs at speeds upwards of 100,000 and if it gets too hot, the lower deck blades will stretch. The tolerances inside the housing are already close, so blade stretch leads to the blades contacting the housing, and we don't want that. There are other things that happen also, but that is the main concern at high temps. This ahs to do only indirectly with how far LOP or ROP you are running the engine and at what power setting, indirectly because most likely if you see a redline TIT it is because you are running the engine wrong, but there are other contributors such as a hot day or poor cooling due to altitude. You should go over to the Bravo forum and read some of their engine setting stuff. The Bravo and Acclaim guys tend to run their engines at somewhat higher TITs than I do in my 231. I use 1600 and it works, my turbo is fine after many hours of operation. EGT's are relative. We don't care what the absolute number is, and once you have figured out how to set your engine up for a given phase of flight and desired power output, looking at the EGTs becomes less important. We use EGTs in setting fuel flow an turbo output (MP) because it tells us how far from peak EGT each cylinder is operating. There is always some variance in fuel flows among the cylinders, and it is important, in deciding where to run relative to peak, to use the EGT closest to peak. From the rich side, that is the first cylinder to peak, and leaning over from the rich side to the lean side, that is the last cylinder to peak. If we use these temps, then the other cylinders will all be further from peak and well protected. We normally don't use TIT for this, because TIT doesn't say where each cylinder is, so it is possible to have, say, four cylinders running nicely rich of peak, one more rich, and one running lean and sitting right in the red box. All that side, if you have properly leaned the engine a few times using EGTs, and you know that , say, at 29" and 1600 TIT the leanest cylinder is always at 125 degrees ROP, and you are fine with running that cylinder at 125 ROP, then by all means use TIT and use CHT. I hardly ever look at my EGT's anymore, one of my favorite settings is 11-11.1 gph, 34" MP and TIT at or under 1600. I have run the engine enough at that setting that I know the EGT's will be fine, and I check them only, say, if the fuel flow has been rejiggered at annual or something of that nature. Let me hasten to add, this setting is for my 231, not for your Bravo, ask the Bravo guys what they do.
    2 points
  20. Have you ever watched Piperpainter's Mooney Videos ?!?! - you'll realize your Mooney is a lot sturdier than you think!!!
    2 points
  21. Since this has wandered off topic... Here's my theory on women. All women are crazy. Some are the certifiable, belong in an institution in a padded room crazy. Run away from them. However, if you are lucky enough to find one that is just "normal" crazy then hold onto her. It took me two tries. The first was the certifiable crazy. The second, well she's amazing, I hit the jackpot with her!
    2 points
  22. It has something in common with our Mooneys. Look at the gear...pucks!
    2 points
  23. It's good to hear you're that over it and you've let it go . . lol
    2 points
  24. True, but if Mooney has them listed, then it is required
    2 points
  25. 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, $15 pernight and I think they waive one night ramp fee with 10 or 15 gal purchase, which with their fuel prices comes to a wash. By the way, we went to Asheville intending to spend some time at the Bitmore Estates, but realized how many craft breweries there are in walking distance downtown. We ditched the Biltmore plan, got a room at the Renaissance and has a great time exploring downtown Asheville and several breweries on foot. I know that's not for everyone, but if you are so inclined I highly recommend it.
    2 points
  26. If you guys want something to cool off your cabin just fly around with my ex... that cold hearted B*#&$ could frost your windows on any Texas summer afternoon..... Sent from my iPhone using Tapatalk
    2 points
  27. You have the manual Johnson bar, correct? Most of that will go away as you get more and more time in the plane. Eventually it will be very smooth. The other part of it is that the manual gear goes up fast and you just move on to the next task. For me, it is positive rate of climb, gear up, flip the flap lever up so they start coming up, boost off, and then trim as necessary for whatever rate of climb/speed I am looking for.
    2 points
  28. That tire has a lot of life in it. I had a partner once and I could tell how many landings he did by the number of flat spots on the tires. If I replaced the tire on every flat spot I would be doing it weekly. Remember, the brakes are only for hold short lines. Land short and slow. The goal is to not use brakes on the runway, but if the end is rapidly approaching, do what you have to do.
    2 points
  29. If you can't see any cord, you are good, in my non professional opinion.
    2 points
  30. Believe it or not, that's sort of an "also ran" number. :). There are a couple of guys who have broken 3,000, and at least one who has flown > 5,000. When Debi Bois started Pilots-n-Paws (in 2008, I think) there were only a handful of us. Now there are thousands of pilots, and several pretty much do it full time. A couple have the means to support their flying habit without having to fill the kitty back up, and have pretty much devoted their flying life to transporting rescues. It's been inspiring to fly with these legends.
    1 point
  31. When the rotors were spinning it made my head spin. Just weird looking. All your power is used for lift and not wasted on the anti torque force provided by the tail rotor. Helicopters are complex machines with many moving parts I'm not sure if this configuration helps or hurts.
    1 point
  32. The Garmin does not have a single point of failure. You can run the unit disconnected from the P/S system with slightly reduced accuracy. The FAA lowered the requirements for primary replacements to encourage cheaper glass replacements in older aircraft. The Garmin rep said the FAA did not (and probably won't) reduce the TSO requirements for the backup instruments. In the end the G5 was not tested to the same TSO levels because Garmin did not want to incur the cost to do so. However, it might make it that much harder for them to have any type of certified AP interface because of that.
    1 point
  33. On some things the FAA goes way overboard, but I agree with them on this. If there is one point of failure and it takes out your primary and your backup, that's not good. A glass upgrade is a great thing but figure into the budget a proper certified back-up. You're looking for redundancy. Don't look for a shop that slides on this issue and puts in the G5 when Garmin says it is not certified as a backup and tells you the reasons why. Things are changing so fast that even a local FSDO may let you slide, not completely understanding the implications of what they are signing off on. They won't be trying to keep the airplane straight and level in case of a single point failure. I see the G5 as a great turn coordinator replacement, giving you a lot more for a relatively small amount, or even an attitude replacement for a vacuum attitude indicator that's not interfaced with an autopilot. But since Garmin doesn't see it as a backup, and they basically do the FAA certification, I don't either. Pony up for the L-3 ESI-500 or a Mid-Continent Lifesaver Gyro. Use the AHRS on your portable to break the tie in case one fails.
    1 point
  34. 9% is a good base number. Remembering that the angle valve engines are 8.7 to 1, there would be nothing wrong with seeing 20gph or slightly more out of a 200hp Lyc IO360.
    1 point
  35. I probably could. If I could just keep people away from the airport, I would be OK. If no one is around I don't bounce too much. But if anyone is watching ...
    1 point
  36. my riding days are pretty much over... I used to race WERA 600 and worked for Joe Rocket... basically got burned out. It was sad to hear about Nicky Hayden... I had outfitted him and his brothers while he was riding AMA and his first two seasons of MotoGP. We did a few midnight drunken hot laps in rental cars at mid ohio one year... I've left a few pieces of plastic along 129 and plenty of tickets for the privilege of seeing what a liter bike can do. After having changed final drive, tires, and setup on the TW, it is a pretty sweet street fighter though. I had thought about taking it up there, but I just haven't had the drive to make it happen.
    1 point
  37. "Hey, Mav, you still have the number of that truck driving school we saw on TV?"
    1 point
  38. Mine are mounted in front of the armrests, seems to be ok, all though I never sit back there
    1 point
  39. I'd be up for this! Wait....do I fly the plane up or ride the bike up? Ron 1st world problems, I know!
    1 point
  40. They are, but bigger dogs taste better. There is a BIG German Shepherd that is always there. Seems friendly, should ask Brian. I've seen your dog, might make for a tasty snack. [emoji23]
    1 point
  41. Come to KVUJ sometime, my mini bar is full of craft beer (for me) and Not Your Father's (for my daughter).
    1 point
  42. thanks . ill post a pic...
    1 point
  43. Thanks but I can terrify myself on my own just fine
    1 point
  44. 4 doors on a Porsche- a hideous travesty that someone should have been fired for. I don't care if people are buying them or not. They never should have been made. If you want a 4 door German sports sedan, you buy a BMW.
    1 point
  45. I hope they have a fool-proof method of keeping those rotors in sync.
    1 point
  46. My favorite line from Top Gear--"I've seen genital warts more attractive than the Panamera"
    1 point
  47. I'm old school. I turn on the pump just before changing tanks, and turn it off about 10 seconds after I physically move the selector into to new detent. I check that the selector is actually in the detent before letting go of the handle. As much as possible I only switch tanks over airports. My Mooney selectors have been trouble free, but a Piper Dakota that I was a partner in had a horrible fuel selector system to distribute fuel from four tanks (early Dakota). The system was rebuilt four times, as it was prone to failure upon switching tanks. It happened to me when I was changing to the fullest tank prior to landing, and the selector spider leg jammed and killed fuel flow to the engine. Couldn't switch back, and I dead sticked that airplane to a long runway. Later my partner was severely injured, along with three passengers on a Young Eagles flight when the same problem happened to him. I am wary about switching tanks on a clock schedule, and frankly I would rather fly with a slight wing weight imbalance than to just switch tanks based on time. Personally I would not run a tank dry for concern that for a myriad of reasons I couldn't access the other tank. Sent from my iPhone using Tapatalk
    1 point
  48. I speak from experience....the Mooney glider rating is expensive and overrated
    1 point
  49. Well done! I'm trying to avoid getting either my glider, or seaplane rating in my Mooney!
    1 point
  50. If it ain't broke, don't fix it
    1 point
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.