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Showing content with the highest reputation on 06/28/2017 in all areas

  1. I would only do them in preparation for a touch and go after a no flap takeoff while LOP.
    7 points
  2. I flight plan at 139 knots and figure a maximum of about 3.5 to 4 hours at a time. The maximum is limited by human bladder and comfort time. For a quick trip (four days or less) 500 nm is a good range to look at. If you can stay longer then you can start to look at a greater range. Unless you are really used to flying and the air is really smooth you will find that there is a certain amount of tiredness from flying, similar to driving for an extended period of time that will limit how you feel when you arrive. I would limit the first trips to 400 to 500 nm. The ND to TX trip I would hold off on until you have done some shorter trips or unless you have 7 to 10 days available. It is best to start your family out on shorter flights and see how everyone handles the flying. We started out doing 2 hour legs and now do 3.5 to 4.0 hours non-stop.
    5 points
  3. If you haven't done any really long flights I would slowly stretch it out and see what you are comfortable with. My personal "comfort" is around a 3 hour leg and I can do a couple of those in a day. As time goes on and I get more experience I think about 8 hours of flying in one day will probably be where I max out at. In my plane I can do 4 hour legs and still land with at least an hour fuel reserve which is my personal minimum, but 4 hours feels like a long time in the plane. So far the longest that my wife has been in the plane is for 2 hour legs. Coming up we are making a 4 hour flight, we'll see how she feels about that after it's over.
    4 points
  4. Because of Reynold's numbers, which are orders of magnitude different for your balsa gliders and my paper airplanes than for the real deal (Reynold's number reflects inverse square laws). Your balsa gliders still fly using the same principles as your Mooney.
    4 points
  5. Yesterday evening Ron and I participated in a stakeholders' conference call to align the various GA groups position to oppose the upcoming ATC privatization bill by Sen Shuster. The call was attended by all of the alphabet groups and make owners' associations along with a few senators. In the next couple of days, you will see a call to action to oppose this bill from NBAA, EAA, AOPA,NATC and others. Sen Shuster's bill will put control of the ATC system into the hands of the Commercial carriers without oversight by the taxpayers, albeit disguised as a NFP corporation with representatives from "all" groups. Bill Shuster is in a hurry to get this on the floor before the public can be made aware of the facts, and believe the myth that the government cannot oversee anything successfully. He stands to gain on this politically and is his motivation undoubtedly. Over the last decade, this lure has been thrown at the public many times unsuccessfully, but the lobbyist continue the pressure. When you see the call to action, please give consideration to take the time and contact your Senators. Lets not be bullied. Myths and Fact Surrounding Air Traffic Control Corporatization.pdf
    3 points
  6. Going on a long cross country this weekend so took my son out to the airport last night to look the plane over and take a short flight so that if anything looked amiss I would have a few days to take care of it. We have a VFR planning chart on the wall at home where I have blue pins for every airport I have landed at. If my son has been with me they are red pins. I asked if he wanted to change out one of the blue for red so on we made it a short flight from Corona (KAJO) to Riverside (KRAL) because he hasn't been there yet. I asked if he wanted to do a touch-n-go at Riverside and he was excited to see what it would be like. Two pumps of flaps for the landing (15° take off flap setting), once on the ground, eased the throttle back in and was in the air quickly, gear up, rolling the trim forward, flaps up, not a big deal. The 5,400' runway was probably about 2,000' more than I needed. I realize that it is different in the long bodies and the electric gear and flaps probably play a part of it. However in a short body with a Johnson Bar and manual flaps it really isn't difficult or complicated. As others have said, I think it is something that people should be able to do. I don't do them on a regular basis but it is in the tool box. There isn't anyone keeping track of Hobbs time to charge me for time in my plane, but last night it shaved some time off the flight and when we got home my son pulled a blue pin off the map and replaced it with a red one. And although I didn't do my primary training in a complex plane, I am constantly trying to do "some kind of training" in my Mooney. Even if it is just flying around for fun I am trying to become more precise in my control of heading/altitude, and every landing is a challenge to make it better than the last. Constantly trying to get a better feel for the plane and the way to control it and make it do what I want it to keeps it interesting and fun.
    3 points
  7. I think it is funny seeing people who seem more concerned about how other people operate there stuff then their own. I guess they are just trying to validate their own decisions. The great thing about owning your own plane is that you can run it any way you like. These planes are so robust that they will soldier on just fine no matter what you do to them. There are engines out there that were treated with kid gloves and still went south and some that were ham fisted from day one and made it past TBO with little maintenance.
    3 points
  8. Dave, I have one. I like it. I use it every time I fly in the summer. Knobs gave it to me.
    3 points
  9. Some of you participated last year. It was a first for us to get this going. - Lessons learned: Buy more pizza, buy some beer. We managed last year to collect donation money for the MooneySpace site AND the Mooney Caravan safety foundation. After paying for the pizza and the tags, the remaining money was split evenly between the two. From memory we had TWO donators who donated $50 USD each: Hector and Drapo. Thanks for this folks! I I forgot someone, please let me know. I am asking you folks how much interest we have. This is what we are looking at: When? Monday July 24th Time: 6:30 PM (No End time) Location : Mooney Caravan Tent, North 40 Pizza will be ordered Beer will be purchased Name tags (cheap ones but they work) with MooneySpace call sign will be prepared in advance We will ask for donations again to pay for the Pizza and the beer. Any remaining money will be again distributed evenly between the two entities mentioned above. Please let us know if you plan to attend and how many persons. Yves and Ned
    2 points
  10. I'm heading on my first long flight this Saturday. Phoenix to San Antonio. We're going to be stopping about halfway (KPEQ) through Texas. Leaving at 4am. Should have us in San Antonio before noon local. Trying to make sure we beat the afternoon storms. There's always the possibility we spend the night in Pecos. My wife and kids have all spent 4+ hours in the air, we just didn't land anywhere but back at home. Just a tour of AZ. They all did fine, so I think this should be ok.
    2 points
  11. Thanks guys. Going to see what happens Monday. Might be somewhere close to a hangout spot. We will see what the wife can endure I'm thinking more than me if she can ride on a softail cross country in 4 days.
    2 points
  12. I have forgotten and it's not a big deal.
    2 points
  13. Not so fast Bob, I'll bring Marauders up too if he's coming to Osh!
    2 points
  14. Instructors in texas be like hand out the window when on the ground. Part of landing roll out checklist. Idel mixture. Pop the door
    2 points
  15. Maybe we can set up a later meeting as well. Last year some of us met at a food spot near the Mooney International space in the middle of the day. I recall Marauder was there...
    2 points
  16. Living in Texas it's the first thing I'v bought for every Mooney I've owned.
    2 points
  17. Deliberate Thread Creep: I used to demo slow flight in my C model to pilots. I'd show it still had great aileron control at under 40 mph indicated - when pushing over at around 0.5 g. The demo was useful to dispel the idea that there is a fixed "stalling speed." I've done push overs, if that is the right aerobatic term, by accelerating to ~ 180 mph in a slight dive, then smoothly pulling back to get the nose about 30 degrees up, then pushing forward as the speed drops to maintain around 0 g. I could get a few seconds close to zero g before reaching 30 degrees nose down. Is that an "aerobatic flight" maneuver? Per 91.303: "For the purposes of this section, aerobatic flight means an intentional maneuver involving an abrupt change in an aircraft's attitude, an abnormal attitude, or abnormal acceleration, not necessary for normal flight." And 91.307 (C) says "Unless each occupant of the aircraft is wearing an approved parachute, no pilot of a civil aircraft carrying any person (other than a crewmember) may execute any intentional maneuver that exceeds - (1) A bank of 60 degrees relative to the horizon; or (2) A nose-up or nose-down attitude of 30 degrees relative to the horizon." So yes it is aerobatic, and no, no parachute required. Biggest problem with zero g in the Mooney -- you discover you need to vacuum the carpet a lot more frequently.
    2 points
  18. That's why trainers are used for training. Make the mistakes in a very forgiving airplane that someone else owns and maintains. If the insurance company would even consider covering someone doing initial training in a complex, retractable, turbo charged airplane the cost is going to be exorbitant. If you bring it in gear up or do a prop strike with low hours then the insurance goes from exorbitant or either astronomical or unobtainable. 25 hours into my training 32 years ago I bought a Cessna 172 to finish up my training in. I flew it 500 hours in 3-1/2 yrs. It had no autopilot so I learned to hold altitude and heading. I sold it for $5000 more than I paid for it. I had a Grumman Tiger that I flew 100 hours in for a year and broke even on. Then I bought a 172RG to build up retractable time, again no autopilot, not much faster than a 172. I flew it 100 hours in 15 months and got $15000 more than I paid for it on trade for a 10 year old Mooney 231. Still after 600 hours total time in Cessnas and a Grumman, I was way behind the 231 for the first few months I owned it. I kept that for three years, got my Instrument Rating in it, put a little over 400 hours on it, got all my money back out of it and bought a Bravo. Was I ready for a Bravo at that point? Not really, but Mooney provided Flight Safety Training at the time and I flew it a lot over the next few years and I became very comfortable with it. Looking back, I can't even imagine starting out in the Bravo. It happens all the time though where people who have some money buy an airplane they aren't ready for - people who sell airplanes say that those people have more dollars than sense. They aren't used to being told no. They think instruments and automation will make up for their lack of training and experience - actually it's just the opposite. Then way too often you end up reading about them in NTSB reports after they have killed themselves and their families after spinning it into the ground. (This is an extreme example, but still supports the idea of "just because you can, doesn't mean you should": http://www.newsmax.com/TheWire/lake-erie-crash-pilot-rookie/2017/01/20/id/769591/)
    2 points
  19. Cows do not fly because of the low pressure underneath and higher pressure on their head and rump. I offer this cow in a wind tunnel pressure distribution as proof.
    2 points
  20. Following all the discussion about the ice-chest coolers, I've decided I don't really need one, as I spend 90% of my time in cooler air (above 8000'). But it is really hot on the ground, and I've noticed just sticking my hand outside to re-direct the air in while taxiing is awesome. So, I've found these Kool Scoop Vents, which look like they're exactly what I need, but I'm reluctant to glue something to the window, and I'm also hesitant to lose even a couple of inches of shoulder room. Anyone have them, and love them or hate them? Thoughts? http://m.aircraftspruce.com/catalog/appages/koolscoop.php
    1 point
  21. With 12k you will have plenty of runway to work with and I'm guessing at that length it is nice and wide so the odds of you drifting too close to the edge are very slim. Just take your time, you will have plenty of it. Make sure you are tracking right down the center-line before adjusting trim if you choose to do that before advancing the throttle. Although as some others said even if you have full up trim you shouldn't have a problem holding enough pressure forward to keep from pitching up and stalling at the slower speed that you will be taking off at compared to a go around. What if your flaps don't come up when you are performing a regular take off? What if your flaps get split on the way up when you are performing a regular take off? Is there a greater chance of that happening on a touch-n-go than if you land, taxi back, and take off again? The couple of times I have had to go around I have found that it is more complicated and involved than a touch-n-go but I don't hear the same arguments against practicing those. On a go around I'm going faster so the addition of power with full up trim is much more noticeable than when I am rolling along at 50-60mph and add power on a touch-n-go. On a go around I am stopping my descent and beginning a climb without the benefit of having performed a landing first, all while still retracting flaps, adjusting trim, and retracting gear. Figuring all of that out is exactly what has to happen between 5-100' off the ground when performing a go around, but again I don't hear people making the same arguments against practicing go arounds as they do against practicing touch-n-go's. For having the name "Complex" I have found that my plane really isn't that complex.
    1 point
  22. Take the huge discount. Use the Grumman Yankee. Don't go for the easy solution. Worst case scenario is that it'll make you a better pilot.
    1 point
  23. I am with TTaylor on the limits imposed by bladder versus fuel. When we have 4+ hours to go somewhere, we break it up so the majority of the trip is the first leg and the shorter portion is the latter. It seems to make the last part of the flight go by quicker. Also, I don't know what your altitude will be, but for long flights I highly recommend having some type of oxygen available. Even going from your likely home drome at ~ 2,000 MSL, spending the majority of the day at 5,000-9,000 ft. will wear on you. Just a few shots from a Boost can will make a difference when you start down for your approach and landing. Just kicking in my two pennies.
    1 point
  24. I have no wsy to determine my distance from a cloud, until i put a wingtip into it. Then I know I'm too close, unless on an IFR clearance.
    1 point
  25. They came with a foamy type of tape.
    1 point
  26. I may invest in one of those.
    1 point
  27. 1 point
  28. I have turned 60 degrees, I have even turned 360 degrees. Now for a bank angle of 60 degrees, that requires a 2G pull to maintain level flight.
    1 point
  29. Rumor has it, that using that technique you can turn a 60 degree bank turn into a 1 G or less maneuver ! LOL's (ok, without the sarcasm, truth be known, every private pilot learned how to do even that without an AOA, although just not to 60 deg.)
    1 point
  30. You can unscrew the tie down rings and remove them. The marker beacon antenna can be move to the inside if you have fiberglass one piece belly. My temp probe is in the pilot side air scoop, probably best place for it, yours is in the worst place IMO.
    1 point
  31. Geez, What a dirty old man! Almost all my grandkids are older than those cuties.
    1 point
  32. you can show me in the "doesn't care" category
    1 point
  33. When I look at the wing during flight nothing seems to be going on out there.
    1 point
  34. Yep, there is a switch on the throttle cable. Sometimes it's in the cabin just behind where the throttle cable comes through the panel and sometimes it's at the carb end of the throttle cable. It's very easy to adjust. And surprisingly easy to test. You'd think you need to go fly to see when it comes on, but if you get a good view of the switch, you can seen when in activates. So you can see it activate while running on the ground and adjust accordingly. Then go verify in flight. I had mine set to come on at about 12" as well. 18 is way to high and would be annoying and dangerous. If the warning horn comes on before you're ready to lower the gear, you'll get use to ignoring it, which you really don't want to do.
    1 point
  35. I've done a full flap takeoff once. Took a little while to figure out what happened, it was just all wrong and not something I want to do again. My normal departures are no flaps. Works great on 3000' paved fields. When heavy or leaving from grass, I'll use Takeoff flaps. It's just one less thing to forget on climbout, and I don't get that queasy feeling as I go over the trees and raise them.
    1 point
  36. Llcrt, if you are trying to reach somebody related to a post... It helps to drop their name like this... @Sfurr201 This way he will get a small notification that you have mentioned him... the @sign is the key... if you really want to be specific, push the 'quote' button on his post and type your message below his re-printed message... Sort of excerpts from MS101, there is no official training, just stuff I learned from being here... Best regards, -a-
    1 point
  37. Congrats mpg! Re-learning is an awesome experience. It is a lot like learning the first time, but you pick things up so much easier/faster the second time around. Trying to remember it all is a different challenge... Have you gone through all the new weather services and picked a favorite? Things to avoid... 1) don't run out of gas. You already had the warning... 2) Don't fly VFR into IMC... 3) Don't fly into thunderstorms... 4) you have a few months to re-learn the next one... avoid flying in icing conditions. We Finally have you back flying long X-countries, no need to skip these important issues... PP 101, how to get in trouble early on... PP thoughts only, not a CFI... Best regards, -a-
    1 point
  38. Since I do not plan to fly outside of US, [or I can add temporary numbers] and I am vintage [1965] I decided to go with the smaller numbers. ArtCraft Paint in Santa Maria CA helped me understand the requirements [which I qualified for]. I love how sleek she looks
    1 point
  39. I have the Avidyne IFD540 as well. I think it provides the most options. There is a touch screen and everything can be done there. There are knobs that can be used for almost everything. A bluetooth keyboard is provided that you can use for everything if you'd rather type on real keys. The IFD100 app is included as well which allows you to run everything on the IFD540 from a mirror image on your iPad in your lap. Something for everyone...
    1 point
  40. I would like to tell my tax story, but it is best to let sleeping dogs lie.
    1 point
  41. @chrixxer... hey, Brian Lloyd will be in Jakarta tomorrow on his flight around the world. Message the seller and see if "you" can come by and take a look at it. As "you're in Jakarta"
    1 point
  42. I quit doing 14ers when I realized you have to walk down them once you got up there. I'd much rather earn the climb and enjoy rolling the downhill. Best ever downhill is Red Mountain Pass to Montrose.
    1 point
  43. I spent 5 hours with a CFI learning the ins and outs. We shot an ILS approach, then did some crosswind landings. IIRC, it was 16-18kt crosswind component. And it was 100+ degrees. It was bumpy, hot, and miserable. And I loved every minute. I really got a chance to push my limits. I've landed in heavy crosswind before, but the air was always fairly smooth. This was just nasty. Today, I finally got to fly her by myself. I'm really really liking it!
    1 point
  44. I found out after the fact that they do use 122.9 but one of the guys with a handheld on the ground said he did not make any radio transmissions. We still have quite a few fabric and wood NORDO aircraft in this state. "Prob shouldn't have been doing mild aerobatics". YHGTBSM... Mild aerobatics is going 90 degrees of bank in an aggressive overhead break at pattern altitude, not a 3G pull from 10' AGL straight up and over to inverted within a few 1000 feet of an aircraft you didn't see at an airport that you didn't clear. I won't bother to list the violations. Legal does not equal safe and vice versa. If you're the kind of person that's going to knowingly piss all over the regs, at least be good enough to attempt to mitigate the risks... Of course clearing the airport before performing high speed, low level aerobatics isn't nearly as cool because you lose the element of surprise.
    1 point
  45. It's not cheap. But I've done it as cheaply as possible. I accumulated all the pieces either used off of Barnstormers, A Fox, or Black Friday deals, friend's with discounts, etc. it took a year to assemble the parts. Then finally we put it all together. Final cost will come in at about half of what it would be walking into a shop and asking for all of this.
    1 point
  46. IFR departures are restricted out of all airports. You don't get out until there is a slot for you in the system. This isn't unique to Oshkosh. What is unique to Oshkosh is the number of planes on the field. But you can also expect that only a percentage of them are IFR equipped and flown by IFR pilots. I certainly wouldn't let the possibility that an IFR departure might be required, dissuade you from attending the show. ATC at Oshkosh is top shelf!
    1 point
  47. I'd bet he's just saying that we all have the 20k hour guy at the airport or are related to one. My uncle just retired with almost 25k hours. He's full of good advice as I'm sure you are Sometimes things just come across harsh when they aren't intended that way. 747 captain...respect. Would love to hear some stories some day!
    1 point
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