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Showing content with the highest reputation on 09/14/2018 in all areas

  1. Guys, time to put this distraction to bed.
    5 points
  2. Well, put in a new shower of sparks and presto, fired right up... Sent from my iPhone using Tapatalk
    4 points
  3. The secret to a good landing is to LET it float... as long as it wants to float. If it want's another 100', try to get it to float 200. The time to shorten the floating distance is before you get over the runway. Once crossing the numbers, the best option is to keep it floating as long as you can. You'll have the smoothest landings ever.
    4 points
  4. Truth! Anthony also heard Bob Kromer's talk one Summit--every knot too fast when you flare will cause an extra 100' of float.
    3 points
  5. Mine started getting harder and harder to start. Finally got to the point of screw it, I didn't even want to mess with it or fly. My AP started a shotgun approach to try to fix the problem. It would crank and crank until flood and dripping fuel. Then it was just a typical badly flooded engine. I would go back the next day and try again. I was getting very discouraged. I might get lucky and it would catch and fire up, but was always a gamble and usually a 35-40% chance it might start. This went on for a week. First he suggested a bad left mag..we replaced it. He said it was probably due for replacement anyway as it had been on for many years.. ( I didn't buy that, but he's the expert). So I bought and replaced left mag. Still not better. Replaced the plugs, still not better. Kept working my way down the line...many hours of research of the possible root of the problem and many hours of my own time checking wiring etc. P-Leads, looking for ignitions shorts etc. Bottom line after checking everything possible with exception of SOS box,( it couldn't be that). It was showing all the systems of a properly working box. I've got the buzz, the spark etc..It must be good (Yeah right). I finally caved and took the chance on the SOS and ordered a new one. Swapped them out, pulled out of the hanger and started on the 3rd swing. WOW..could this have been it. Shut it down and repeated 3-4 more times easily, again and again within just a few swings. Even hot starts improved. I keep the old SOS little son of a bit@H box sitting on my workbench to remind me that even if something might look and sounds okay..It's still 50 years old and can fool you. Nearly a year later and starts are a non-event, a few swings and the lion roars. I really think it starts better now than it ever. -Tom
    2 points
  6. The C and the O both bounce the same... Could be the same pilot flying both planes... Why this happens.... The sweet spot for a smooth landing is only a few kias wide... or mph-ias wide... Each plane and load has a sliding scale for that sweet spot... Each plane and configuration dissipates energy slightly differently... If plan A is to come in fast, and dissipate energy in ground effect, before allowing the plane to settle... you have good feel and skill for your plane... If you take the cookbook/engineer approach... you use the DonKaye method of calculating the sweet spot and executing the landing right on the calculated numbers... adjust your numbers slightly to meet your requirements for perfection. All Mooneys are very similar... just the sweet spot moves up with MGTOW.... or LW to be specific... the fun comes when you have mph and kias in the different planes... there is about 15% differences in their speeds...matching the 15% difference from mph to knots.... For fun. Do some slow flight at altitude.... safely define the point where the stall horn comes on.... Use what you defined in slow flight to adjust how you land the plane... This is technically calibrating the seat of your pants. I found it to work really well... If you are bouncing the landing, you are probably 5-10kias faster than you want to be... this is a challenge to determine while landing... When is the last time you actually see the ASI? It really helps to have well developed instrument scan skills while scanning out the windows side and front.... If the last time you checked the ASI, was on the turn to final... you could be a bit fast over the numbers.... If you haven’t looked out the side window since you crossed the fence, you could be a bit high over the numbers... If Engineering and instrument scanning aren’t your bag... the magic of a calibrated AOAi could be for you! 201er has this instrument, his landings are always on the centerline, mains first, stall horn chirp, nose wheel chirp... watch his videos for the evidence... Really be aware... if you let it... a Mooney will stop flying easily at 10’agl... a solid Landing is assured! You know you are 10kias fast... when you try to land on the numbers, but your touchdown occurs 1k’ later... use your Cloudahoy app with a WAAS source... to see your truth.... Don’t force the nose down to land on the numbers... it will be a bounce on the numbers instead... And that is why it happens.... how was that? PP thoughts only, stuff I became aware of over time.... not a CFI... Best regards, -a-
    2 points
  7. That will take you half a day , the rest will be flying around , to the smaller islands next to PR , like , Culebra , Vieques, St.Thomas , and T Croix . With lots of Mooney adventures talk . Sent from my iPhone using Tapatalk
    2 points
  8. Cool, maybe I’ll bring it over....
    2 points
  9. It is pretty easy to cause an aircraft to stall in a mild nose down attitude and in a descent. Just reduce the airspeed enough. Here is some real life. When I was practicing for my commercial I found I could get a Stall, Stall! alert in a “Steep Spiral” maneuver, that’s nose down and descending in a bank that varies, at 81 knots, clean configuration. The landing configuration 0 bank stall speed in my aircraft is 51-57 (it varies depending on CG). I certainly wasn’t doing 60 degrees in those steep spirals, maybe 45 at times. So how is that possible? The performance we are all used to in our aircraft is power on performance. In power on performance the prop wash is creating lift. Steep spirals, where I found this high stall speed (or pre-stall, the horn goes off before incipient stall) is done with the engine idling and no prop wash lift. You are a glider. And it happened more than once. Variable winds are another real life factor. I have seen instantaneous airspeed changes of as much as 10 kts. If you are low and powered down, that gets your attention. The pattern, powered down and banking, and often moving through mild wind shear approaching the surface, is not the place to test the knife edge of theory, because theory and real life are not the same.
    2 points
  10. We should fly together some... come ride along in my K and I'll ride with you in your F. They're both mid-bodies and should land basically the same way.
    2 points
  11. I have gotten in the habit of pulling back on the yoke pretty significantly the moment the mains touch down. If your approach speed was at 80 mph, and you are about to stall when the mains touch, you won’t hardly feel the nose wheel kiss the ground. Took me a long time to figure that out. Beeen great ever since.
    2 points
  12. Make sure the PC works on the ground by making turns, yoke will turn in oppisite direction. If not look for vacuum leaks, don’t forget the yoke button, small hose and valve, Make sure the turn knob on the accutrack is centered in the detent or you will be sent into a standard rate turn in the direction of the knob, accutrack is for nav tracking VOR, GPS although it can be wired to heading output.
    2 points
  13. Is this the accident where partner was attempting to move aircraft out of harms way?..Landed at shorter unfamiliar airstrip (while running from a hurricane)and landed long with wing damage.After listing to all the responses...it doesn't take a rocket scientist who I would partner up with ...
    2 points
  14. 2 points
  15. I had time in a M20B before buying my F...saw the same issue as you are having when I transitioned. I use the same approach as you, trimmed for 80, 70-75 over the fence and after planting the mains I have to hold the nose off until it settles, otherwise a bit of a bounce.
    2 points
  16. You want to hold the nose wheel off. It will set down and stay. When it bounces, it is usually too much speed and the pilot wanting to put the nose down. Sent from my iPhone using Tapatalk Pro
    2 points
  17. You know what I like? Shooting instrument approaches that break out 50' above minimums, with the rabbit right there waiting for me. Greaser landings on a 2325 x 50' runway next to the beach, with a moderate - challenging, but not white-knuckle - crosswind. Popping into KLPC to pick up a wine shipment from Babcock then popping into the Ghetto. Seeing a rescue dog meet his/her forever family for the first time. Cruising into the sunset at <8 gph, faster than 140 ktas. Bopping along to Taylor Swift with stereo headsets wired into the PMA450 (Bluetooth FTW). You know what I could do without ever doing again? Make an emergency landing, no matter how reusable the plane is. I really want to hear nothing but purring engine for the rest of my flying days... At least until the STC for the electric conversion. (George Bye, where you at?!) I'm aware. If you click the links I provided, you'll see the one I bought was the correct LW15473 pump, refurbished by Tempest. (The other SKU is 07-00705, which used to say (on one webpage; ACS confusingly had two different product pages for what turned out to be the same SKU) it was the LW15473 without mentioning 62B26931, but after I ordered that one and it turned out to be the 62B26931, Aircraft Spruce updated their website and gave me an RMA.) So that shouldn't be the problem.
    2 points
  18. I make new sets of gear rig tools, but would be willing to sell you just the nose tool if that's all you need. Nose tool $95 plus shipping and have plenty in stock. Thanks, David
    2 points
  19. 2 points
  20. My issue has nothing to do with starting procedure. After doing more trouble shooting today it looks like the sos is beyond its service life and a new one has been ordered. We’ll see if that’s it. Sent from my iPhone using Tapatalk
    2 points
  21. Sorry, but I disagree. No one should have to assess blame or even bring it up and you're right, he's probably beat himself up about it plenty by now. But that is where I have the fundamental difference of opinion. He should step up and accept his portion of the increase and be done with it. It's called accountability. Running off a runway after landing long is not the same as losing an engine in flight. I'm basing this solely on that fact alone, since I don't know the full circumstances for what happened. Maybe something happened beyond his control, I just don't know. It may only be $1,250 this time, but where does it stop? Does he get a free pass if he accidentally puts a huge scratch in a side window or the windshield after putting something up there he shouldn't have? Does he get a free pass if he locks up the brakes after landing long and blows a tire trying to stop? Once the Genie is out of the bottle you ain't getting her back in... Take it for what it's worth, I know nothing of the dynamics of the partnership/relationships. Not accepting personal responsibility though would just leave a really bad taste in my mouth.... Brian
    2 points
  22. There are some incorrect descriptions in this thread of who is covered and who is not covered when someone is a named pilot or flying under the Open Pilot Warranty (OPW). PLEASE talk to your licensed insurance agent who has specific access to your specific insurance policy before relying on information from this board.
    2 points
  23. Flew in this yesterday...not a Mooney but fun none the less.... Tokyo-Osaka estimate about 200 mph
    1 point
  24. Thanks N231BN for your thoughtful reply. The plane is a 2005 Ovation GX2. It has done 950 hours and lives at Caboolture, Queensland, Australia. I will update my avatar. Cheers, Brian
    1 point
  25. I opened this thread with complete confidence that it would generate great information and advice. Thanks very much to everyone. Paul are you attending the MooneyMAX in October? If so, maybe we will get a chance to fly then.
    1 point
  26. AmSafe - SOARS - State of the Art Airbag Restraint System Airbag seat belt technology just opened wide for retrofit installation on older Mooneys. The FAA granted AmSafe’s State of the Art Restraint System (SOARS) supplemental type certificate approval July 12 with an approved model list of 541 models. SOARS is available in two- and three-point harnesses for Part 23 aircraft (excluding Part 23.562 aircraft). AmSafe will be at the MooneyMAX Mooney Educational Conference and Workshops, October 10-14, 2018 AND Reasonably priced for everyone!
    1 point
  27. I cringe when I hear someone say, "chop the power". Airplanes in non aerobatic flight should be flown gently--with grace. Make your passengers WANT to fly with you again, not run away from you. If your speed was correct on final then the power should be "WITHDRAWN" at the same rate that you raise the nose in the flare. Never EVER, EVER push the nose forward to keep the nose on the ground after landing. This will lead to a porpoise and potential prop strike. At the time you cross the threshold your landing distance has already been determined, so it's a good idea to have the crossing speed correct. Trying to force the airplane to land when it doesn't want to is folly and a good way to hurt both yourself and your airplane. As Wayne Fisher once said, "Remember, we make good landings when we want to fly and the airplane wants to land, and we make bad landings when we want to land and the airplane wants to fly!" http://www.donkaye.com/donkaye.com/Wayne_Fisher_on_Landings.html http://www.donkaye.com/donkaye.com/Perfect_Your_Landings.html
    1 point
  28. I agree 100%. You can't make a Mooney land, you let it land. The only way you have enough runway to let it land is if your approach speed on final is stabilized and the right number for your airplane.
    1 point
  29. ...what could go wrong there? Also, the distances, population densities ... .... and governmental power vs private interest (eminent domain -v- private property rights) make make countries with a higher power asymmetry favoring the government better candidates for high speed rail: (US is # 7)
    1 point
  30. Best glide, which varies a little with CG. Its 81-85 in my aircraft, just going from memory. In the steep spiral you are powered down, circling the airport and attempting to maintain approximately the same distance from a point on the airport all around the circle, so bank changes depending on wind direction and where you are in the circle. The couple of times I found this stall speed, it happened just starting the turn into the wind where airspeed has fallen a little going with the wind, and then bank angle needs to steepen. You just put the nose down and get faster to fix it, and the alert precedes a stall by about ten kts., but that is what I am saying. Powered down, descending, and banking, as you are in the pattern, you don’t have alot of cushion above stall. When I make my turn crosswind to base, which is similar to that spiral, I watch airspeed like a hawk and put in throttle right away if it is falling below 85, which it tends to do. I always find myself leveling off a little during that leg, which is the cause of the airspeed drop. Better to be powered up some at that point.
    1 point
  31. Only and yankee and a fool try to predict Texas weather is a statement my mom always made. Looks like everyone is loosing the landfall timing one. You really want these things to move on shore fast. The battering of them sitting does serious damage.
    1 point
  32. I'll bring you mine in January, but I'll need a place to stay. It'll probably take about a week or so to check the landing gear.
    1 point
  33. Kortopates, I’ll look for you Friday night! I’ll have a Mooney polo shirt on & will wear shorts. Some inbound planes to Santa Fe diverted because of strong crosswinds after I landed. It was bumpy at 12:15pm today and it was very gusty. It wasn’t my best landing, that’s for sure. I don’t have my October schedule yet, so I don’t know if I’ll attend the Gulf Shores event.
    1 point
  34. I also tend to agree here. A good partner would realize that his actions caused this increase and should therefore eat the diff and should be the one putting in the work to shop it around. This good partner would also realize this and proactively offer to cover the spread. Lack of individual accountability is a non-starter for me in business and to s lesser extent, in personal life. Now, if the other partners want to help someone out when they are down, that’s a different story. Aside from accountability and interpersonal relationships, Falcon in Kerrvill got me a great rate for a low time Retract pilot, underwritten bu USAIG via their USAA program.
    1 point
  35. It has the 201 windscreen mod
    1 point
  36. Only thing listed in POH is to expect to up to 15% longer takeoff distance when operating from a grass field. Nothing as far as recommended procedures other than for a gravel surface, throttle should be applied slowly. I can always try a few different procedures, but asking what others may have tried and what worked and what did not.
    1 point
  37. nice panel....I just realized that my yokes need to match like yours, any paperwork come with your plane to show who did them?. Your black yokes blend in so much nicer. Even the black around your iPad makes a big difference. I have a gold metal piece that I think was standard from the factory, That needs to go to....Inspiration costs so much money, and down time. You cost me a lot of money today !!!
    1 point
  38. Yes, I agree with your entire post, especially the above statement- particularly my bold highlight. Changing the pitch attitude changes the AoA to the relative wind regardless of pitch attitude to the horizon, just like you said. Thank you for helping clarify. My extreme of 15° nose down, in our aircraft, will quickly increase the speed to well over the 72 knots that Anthony used in his example. So the point is basically moot unless you started the maneuver at an even more extreme 20° nose down. But yes, the wing can stall (or not) in any attitude, at any speed, because it's all about Angle of Attack and relative wind- which is the point I made (or tried to make) in my post. Since we're talking about a Mooney and not an Extra 300, I'm going to stop splitting hairs and let everyone get back to the more pleasant discussion of bank angles and airspeeds in the traffic pattern. I personally use 90/80/70 and limit myself to 30° of bank or I go around and try again.
    1 point
  39. I've added some additional documentation for Brittain products (wiring diagrams, maintenance manuals for Accu-Trak and Accu-Flite, AFMs, supplements) in the "Downloads" section here. The very friendly Brittain staff were eager to provide me this library of information when I requested it to help troubleshoot the system in my new-to me plane last year. My wing-leveler and Accu-Flite works great. The constant rate turn knob on my Accu-Trak works but the nav tracking does not. We haven't figured it out, but that is largely because other bigger issues have come up (e.g., complete fuel tank reseal). I do miss the Brittain folks. They were so friendly and helpful.
    1 point
  40. I just uploaded Brittain Manual No. 11990, Mooney PC Operation & Service Manual to the documents section under "avionics" in .pdf format. I thought it was there. Click here.
    1 point
  41. You formed a partnership to reduce costs and risks overall. If the pilot who bent metal is otherwise a good partner then I’d say you should all split the costs evenly and carry on. Like an unexpected maintenance event you could view unintentional damage as a shared risk. Next time it may be your turn.
    1 point
  42. I do feel for you. However, after the high payout that you had it might just take the 3 years (I think) of higher premiums and you’ll be back in business. I’m not sure if the partnership will still need to “claim” the accident history if you ousted the member who ran out of runway. However, to me this is a minor problem and it’s too much work to find compatible partners to risk the harmony for a few thousand...
    1 point
  43. Yea, was thinking the same thing. And to think Joe actually had this airplane listed for sale not too long ago!! :-) Seriously, I've always loved this airplane's paint scheme, and the equipment on board is exactly what I would choose if I ever went to an Acclaim. Joe, if you ever get the urge to sell again....we may need to talk. Steve
    1 point
  44. Super duper Cody!!! Anthony Cody and I did chat a bit back and forth on PM about Rocket's and also the MT prop. For all, Cody, I don't think it is super important that your local shop is an MT prop overhaul center. A prop is a stand alone piece of equipment like an engine, or an attitude indicator. It can be pulled off and sent for service. There was an occasion that I had my prop pulled and sent to Connecticut for service from the shop in Vermont. They sent a special prop truck and picket it up whole (no disassembly - just pull the prop off and put it in the truck on a special prop carrying stand) and then off to yankee propeller it went - a prop specialty shop. It was back on the plane within the week. So I wouldn't let that stop you. Cost is another thing.... new props are expensive. But I will say it makes an entirely different airplane in terms of feel, balance, loading, sound, weight, clearance, smoothness, climb...
    1 point
  45. Hmmm... 1) Hot starts are terrible... they can leave you stranded when you run out of batteries.... 2) Turbines start with no difficulties...their hot start is a different problem after the engine is running sort of... 3) I need to convince my finance administrator the Mooney for her has a turbine engine.... I’m just thinking way out of the box, and way down the road... Best regards, -a-
    1 point
  46. Well, I know what it feels like to be scared. Lol. BFR with a CFI. practicing stalls. One turned into a very short spin. Quickly regained control, buy I've read too many reports and heard too many stories about spins going bad. Weird how fast your screen fills up with the ground below.
    1 point
  47. I found the East River transition northbound, with a westbound turn for a low level pass of Central Park the highlight of my Hudson River tour.
    1 point
  48. This is my 201 cockpit till January 22nd Sent from my iPhone using Tapatalk
    1 point
  49. So THAT’S how you guys get such great true air speeds!
    1 point
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