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Showing content with the highest reputation on 11/22/2017 in all areas

  1. Quick update applicable to those with Ram-Air. @Marauder @Bob_Belville For the past week I have been cruising around in Dave's plane (que evil laugh). I have to say, it's amazing that a 180 HP model can outrun mine by 5+ KT. While doing some TAS testing, I noticed the MP was the same as mine at the same altitude and roughly the same temp. 23" In my plane 23" was achieved at 6500MSL with a DA of roughly 7500FT with the Ram-Air open. Dave's achieves the same MP with no Ram-Air. I had to go back and look at my recorded data from six months ago to make sure. What I am getting at here is the fact that I don't think the Ram-Air will make a bit of difference with the mod. This was my and still is my theory. Flight testing will prove either way, but it's looking positive for the Ram-Air to to be removed! I don't know if it mod related or not, but I noticed it is much harder to come down and slow down in Dave's plane. It's a very slippery C!
    5 points
  2. Totally different - can’t you see? One says 100ias and one says 130ias.... totally different products.
    4 points
  3. This is all great information and we can all learn from this thread. However, in an actual engine out situation, the last thing I want to do is try to strectch my glide unless absolutely necessary. I would rather have to dissipate energy in an area I know that I can make than to hit houses because my glide computations were just a "little shy" of a runway. Once the engine quits, I'm flying the insurance company's airplane.
    3 points
  4. By the time I was ready for final Primer I was taking allergy meds to get through it. There definitely will not be a second composite build!!! My next airplane project will be restoring a PA-16 Piper Clipper, a tube and fabric 1949 airplane my best friend/ cousin was working on when he died at 48 years old. Will be a great plane to fly "low and slow" with for local pancake breakfasts and fish boils / hamburger socials with my grandson!!! Tom
    3 points
  5. That’s what we do best. We’re like a school yard full of kids with magnifying glasses looking for the next ant to fry. Sent from my iPad using Tapatalk Pro
    2 points
  6. This thread is a real eye opener. I better start a Mooney fund. A nicely equipped OlDER Mooney is starting to sound more and more like what my family’s first plane will likely be. Love this place lots of great info.
    2 points
  7. This topic was discussed in great detail back in March 2016 when I conducted glide tests in my M20J. My findings were that the published glide ratios/distances were overly conservative. For me personally, I set the (wind corrected) glide distance rings on my moving map (Foreflight) to a ratio of 14.4:1 or 2.37 nm/1,000' agl. In the event of a power-off event I want to know ALL of my options, not just the ones that Mooney's lawyers conjured up for me. Of course I'd look for the closest acceptable landing spot, but I wouldn't put it into a hole in the trees if my calculated glide range would allow me to fly beyond them. I believe that a CONSERVATIVE figure (for MY plane) is 14:1 or 2.3 nm/1,000' agl. Your numbers may vary; you'll never know unless you practice this. My personal testing was done with both "power on" and "power off" (i.e. mixture pulled to ICO) with the prop control pulled fully out. The difference between "idle" and "off" was less than you'd expect. Somebody may flame me for flying around with my engine off but it's really no big deal. I also have no issue running a tank to empty if the flight scenario requires it (though it rarely does). All the details are found under a previous post titled "M20J or glider". This link may get you there: https://mooneyspace.com/topic/17978-m20j-or-glider/?tab=comments#comment-261924 cnoe
    2 points
  8. by the time it comes out, 6K will be the hourly minimum wage
    2 points
  9. I did some tests about 30 years ago with my M20F. I would sometimes fly long cross countries at 500 AGL or less because I was young and stupid. I wondered how far I could glide from that altitude. So I tried it two different ways. I would fly outbound from a VOR and at a certain DME I would pull the engine to idle and see how far I could go till I was about 50 ft AGL. I. Don't remember the exact numbers, but it was something like 1.5 miles if I maintained altitude until reaching best glide speed and 2.5 miles if I zoomed up to best glide speed. The lesson I learned is if your engine quits, aggressively getting to best glide speed will buy you almost a mile of glide.
    2 points
  10. Acclaim weenie wag.....
    2 points
  11. 2 points
  12. She's up and running. Flying cross country tomorrow, about 750nm one way. Traffic is for peasants.
    2 points
  13. @mooneygirl, For my own selfish reasons (IR check-ride scheduled just over a month from today), best article yet! Congratulations on the rating and your perceverance. The training is exhausting and rewarding at the same time. Unlike PPL training I do find myself willing to fly longer as there are rewards (or failures) at the end of each approach and both seem to spur me on to the next approach, either to better the last or try a new one. Again, congrats! Ron
    2 points
  14. Here's a little tease..... the primary color is called "Kona Blue" (a color code I stole from the ford car colors - so you can look up Kona blue) and it is sort of a chameleon color - sometimes it looks dark blue, sometimes purple, sometimes shiny..and there is a trick added to the paint too - more soon. It is mostly this color throughout with a certain accent... more tease in the next few days. The paint is ALL done in fact and she's being put together on Monday.
    1 point
  15. I never take a picture when I'm flying into a strong wind....
    1 point
  16. Back to USB charger interference...I had the most trouble with Belkin USB button chargers..it was intermittent though depending on load imposed on it ...would cause Garmin 530w to break,squelch thus causing all the noise.
    1 point
  17. grandson? Oh man you're old. Better gimme that lancair so you can slow down
    1 point
  18. I was coming home from Kansas City to Wilmington De a few yrs ago had tail winds of 155 knots at 17 or 18000 ft, was smooth as glass, turned at West Virginia with the same velocity but a quartering tail wind had to hold about a 35 * car ab angle. Real glad to be going east.
    1 point
  19. I'm not so well grounded. Let me announce it right here right now - after my first $100M I'm buying a TBM930.
    1 point
  20. KPTD->KHFD so 200nm. And the winds that day...not much time to enjoy the ground speed. :-). My only regret is I didn't crank that motor up to full warp speed and try to squeeze out another 5 or 10 knots. Its a heck of a lot of work when coming in really hot on an ifr flight plan and shooting through all the way points and switching controllers that fast - I guess this is totally the normal speed of business for jets doing 400 or 500 knots but adding on an extra 100 knots to normal pace of business working through the system, for a mooney first time, makes a noticeable difference.
    1 point
  21. 1 point
  22. I just flew CarolAnn's J model back to her Monday after watching over it since May, including running from IRMA in N220FC while she traveled to Europe, Africa and Guatemala. We spent a bit of time getting her current again on approaches and having her knock some rust off from being away from flying so long. She is an absolutely delightful person and gives a great presentation on her experiences. She lost her mom to ALS. If you haven't met her and heard her speak, dont miss the opportunity to acquaint yourself to our real life Ameilia. She truly is one of aviations' gems and one of my real life hero's
    1 point
  23. Tom, I am sorry for your loss. A stellar mentor such as John will always leave one empty. Now its your turn to fill his shoes.
    1 point
  24. I've done some tests in my F at near max gross. At 100mph I was descending at 700fpm at 6000msl. I figure 2 miles per 1000ft, keep winds in mind and use the "nearest airports" page on the GNS530. If I had an engine out at altitude and had the choice between deadsticking it to an airport packed in by buildings and/or trees or a farm road/field where I could be less than perfect, I'd probably choose the field. My engine out procedure in IMC is to dive and come out of the base with as much energy as possible to have as much time as possible to identify a landing location and navigate to it.
    1 point
  25. Russ, Thanks for taking us along. The IMC is beautiful! Best regards, -a-
    1 point
  26. Nice informative response, Oregon. Best regards, -a-
    1 point
  27. The MAPA safety group is not the same as MAPA. 2 different organizations. To get the "book" you will have to have someone give it to you or sign up for their course. www.mapasafety.com is the MAPA safety group
    1 point
  28. The altitude is way off, too - gotta be different.
    1 point
  29. The part number 660051-3 is no longer available! Kit from mooney 660051-005 to replace the obsolete part ! Getting kit from Don Maxwell . At least we have obtions! Thanks to all !
    1 point
  30. Yup ! Up to version 31 ! Why not. The FF is right there on the JPI. One nice thing about a fixed pitch prop is that RPM and power are more closely coupled. You can have a good RPM and manifold pressure and not be developing the expected power. FF doesn't guarantee that either, but one more piece of the puzzle. In flight, airspeed (in level flight) best indicator, on take off, best to know expected take off distance and abort TO it doesn't look like you will be airborne by that point.
    1 point
  31. Yeah, that's part of my T/O callouts--"Fuel pressure, fuel flow," since they are not on the instrument cluster in my panel (they're on an EI and EDM-700 respectively)
    1 point
  32. That's what you get living under an ice factory!
    1 point
  33. Not to be negative but I would never join a partnership where the members did not have equal voting rights. Planes are cheap, it’s the maintenance, storage, and upgrades that eat you alive. Only way I’d join your “club” is if I just paid an hourly rate to help cover expenses. Otherwise the plane turns into a partnership plane, not your plane anymore.
    1 point
  34. It’s amazing how small the bolts are that secure the mount to the frame. -Robert
    1 point
  35. Well I missed my one year anniversary of first flight, with the plane down for almost 2 months for final bodywork before sending to my painter in Tennessee. He now wants a couple long trips on it and then bring it down to him. My poor wife spent another period of me doing ridiculous hours trying to get it flying again. This is NOT a plane you want periods of time not flying. I was definitely not as comfortable today as I was when flying 20 hours a month. No flight photos but a few shots of the areas needing work after 165 hours of mostly pressurized flights at Mach ".53". The flap gap seals and NACA scoop servo controlled door are new "speed mods". Tom
    1 point
  36. Today's trip to Bahamas. Great Harbour Cay - Big Whale Cay - Bimini. I didn't feel like editing tonight.
    1 point
  37. Approach plates? Sectionals? How 20th Century.
    1 point
  38. You will LOVE the IFD. There are so many very cool features that don't even make the videos on YouTube.
    1 point
  39. I don't know about other dinosaurs on here, but I began airplane ownership as my kids were finishing up college. Frankly, aircaft ownership is MUCH cheaper than tuition/college. Buy $175 worth of avgas? Think, "one textbook". $14,000 annual? Think, "one semester tuition". And aircraft ownership does not involve mandatory liberal-indoctrination! What a bargain!
    1 point
  40. From what dark place did you conjure that nasty rant?
    1 point
  41. Maybe I was brought up a little differently. I was taught to help those in distress. Whether it was a soon to be fatal automobile accident where you can offer only words of support & care or diving in and pulling the drowning kid out of the deep end. Either way, I would have been in the water. That is the way my parents brought me up. I would really hate to hear that he survived the initial crash only to have drown. Wouldn’t you? Sent from my iPhone using Tapatalk Pro
    1 point
  42. You know nothing of Jon Karkow's experience, skill or education. The fact that it happened to him should reinforce that experience, skill and education are not always enough. Rather than calling a man of his accomplishments "test pilot" in quotes, you would do better to consider that he was far more experienced and skilled than you and he made a mistake that killed himself and another. ICON is in dark days and may never recover. They certainly have made many missteps in terms of business and marketing. That being said, of the two fatal accidents, one was a errant turn with no way out and the other is still under investigation. Notwithstanding the amature video and four letter commentary from the "boat bro" (I bet he and his family are proud of this video), this most recent crash was S/N 001 in the first production run, I'd not rule out anything in terms of probable cause until the investigation is finished.
    1 point
  43. When it’s not in the shop... Sent from my iPhone using Tapatalk
    1 point
  44. Whoever made that video wasn't of much use, was he? Wow. He made his youtube video to show all his friends but it appears he forgot about trying to see if the poor guy flying it might have survived somehow. Not impressive.
    1 point
  45. I've said it before and I'll say it again and all of you can hold me to it... If I'm ever in a situation where I can't fly my airplane for more than a few months, I'll find some young aspiring pilot/CFI/etc who needs hours, get them listed on the insurance and make them a set of keys. And if its a financial situation where I can't afford to maintain the plane, I'll either sell it or bring on a partner or two, even if all they can do is cover maintenance and running costs. But one way or another, it needs to keep flying. Holding onto an airplane and keeping it from flying, just because it's yours and you're not in a position to fly it, until it rots, is selfish and shameful.
    1 point
  46. From: http://www.flyingmag.com/technique/proficiency/technicalities-are-you-feeling-lucky "The U.S. rules for certifying aircraft are found in several different locations, depending on the type of airplane, but Part 23 — a subpart of Title 14, Aeronautics and Space, of the Code of Federal Regulations — is typical. Descended from the earlier CAR 3, under which some types still in use today were certified, Part 23 came into force in 1965 and governs the certification of airplanes of up to 12,500 pounds gross weight, as well as commuter aircraft of up to 19,000 pounds. (Part 25, which is similar to Part 23 in many respects, applies to transport aircraft.) Light-sport aircraft are approved under a "consensus standard" developed by the American Society for Testing and Materials, a nongovernment body of experts that designs industry standards for just about everything; the ASTM standard, like other aircraft certification standards all over the world, is largely based on Part 23. Section 335 of Part 23 defines several important speeds. The first is the design cruising speed, which, for airplanes with wing loadings of less than 20 pounds per square foot — that is, most small single-engine airplanes — must be 33 times the square root of the wing loading. For a wing loading of 16 psf, VC would be four times 33, or 132 kias. This speed is a purely formal requirement, used to provide a framework for structural and other decisions; many airplanes can't actually cruise at their "design cruising speed." But the design cruising speed provides a basis for another speed, VD, the design dive speed, which is generally 1.4 times VC; and VD is in turn the basis for VNE, the never-exceed speed, which is nine-tenths of VD. If an airplane can't achieve its design VD in flight, then the dive speed attained in flight test, VDF, replaces VD, and VNE is, again, nine-tenths of it. These speeds, among others, define various corners of the flight envelope, which in turn determine the required strength of major structural components. But absolute speed affects many aspects of a structure besides obvious things like wing spars and fuselage skins. For example, cowlings must be sufficiently stiff to not bulge or blow apart under the internal pressure of ram air, which, at 175 knots, is about 100 pounds per square foot. Canopy latches and hinges must be strong enough to resist the considerable lift developed by a curved surface at high speed. Higher speeds imply lower angles of attack, and it's even conceivable that a wing with a lot of built-in washout or twist could fail above a certain speed because the angle of attack of the outer panels becomes negative, and they begin to push downward, subjecting the lower spar cap, which is the smaller, to an excessive compression load. All of these loadings are due to air pressure, which grows in proportion to the square of the speed — double the speed produces four times the force; they are functions of the indicated airspeed, not the true. Now, VD, which is an indicated speed, is by definition a safe speed; the forces at VNE are just 81 percent of those at VD (0.9 x 0.9 = 0.81), and so there is a comfortable margin of safety, so far as structural strength is concerned, at VNE. But there is a complication that muddies the water considerably. It is flutter. Flutter is a vibration that may be augmented by aerodynamic forces. It is the one challenge to aircraft structures that does not increase gradually with speed. It is possible for a structure to perform normally right up to a certain speed and then, with a gain of two or three more knots, to explode into fragments in a split second. That is what most likely happened to the South African VL-3. The accident has not yet been investigated, but it has the earmarks of wing flutter induced by a vibrating aileron. Flutter is affected by a number of factors, one of which is the true, not the indicated, airspeed. As you will have immediately perceived, this fact raises a logical difficulty. VNE, the redline on the airspeed indicator, is an indicated airspeed, but the critical flutter speed may be a true airspeed. So the margin separating VNE from the critical flutter speed gets smaller as you gain altitude. Furthermore, if you get really high up, the difference can be larger than the margin that separates VD from VNE, simply because the difference between indicated and true airspeed is greater than 10 percent. That doesn't mean the airplane will flutter, because VD is not the critical flutter speed. Manufacturers are not required to determine the critical flutter speed for each design, but only to demonstrate that it is free of flutter up to VD and that there is good reason to believe, based on various kinds of ground tests and mathematical analyses, that it will remain so up to 1.2 times VD. It is noteworthy that the section of Part 23 regarding flutter, 23.629, makes no mention of altitude. The cumulative margin between VNE and 1.2 times VD is 33 percent, and this probably provides a good cushion in all normal operations, but if I were to ride a wave to 35,000 feet in a 172, I would not be in a hurry to peg the airspeed at redline on the way back down." So, there are many factors that go into determining V speeds, including Vne. Vne is then presented to the pilot in the airspeed limitation sections and airspeed markings in the POH (or AFM). In our Mooney, these are KIAS, and are indicated on our airspeed indicator in KIAS. As an aside, Vne is defined as "NEVER EXCEED SPEED – The speed limit that may not be exceeded at any time." This definition does not indicate how this is presented to the pilot, but in the case of our Mooney, the POH (AFM) does. Can we agree that determining Vne (from a builder's perspective) is complex and depends on a myriad of factors, but the presentation to us by Mooney is a defined redline number in IAS? Edit: One hopes our airframes have been tested at the maximum altitude the engine can take it to...
    1 point
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