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Showing content with the highest reputation on 09/18/2018 in all areas

  1. We have enough TruTrak installs under our belts now to confidently put some prices out. Since the wiring, controller & servos will basically be the same regardless of the airframe and the only difference will be the mounting kit and control linkages real world numbers for the TruTrak are $5000 for the kit, we cap the labor at 25hrs @ $90/hr and if we do it under 25 hours we only charge you real time. Based on the installs we have done on Pipers & Cessnas the first install was 35 hours (billed for 25), the second install was right around 22 hours (billed for 22 hrs) and after a few more my guys have it down to 25 or under which includes finding and fixing small issues related to the aircraft or wiring. So when the Mooney kit is approved I can guarantee that at our shop (EGA Aviation / Wolf Aviation @ KVGT) the total installed TruTrak Vision system will not cost more than $7,250 and possibly less. That assumes that TruTrak will keep the price of the Mooney kit the same at $5000. I took part in my first flight test of the TruTrak Vision over the weekend in a PA28 and was very impressed with the smoothness of the autopilot in turbulence and smooth air. The GPSS and LPV coupled approach were spot on and very impressive. I put the aircraft in a 60deg bank with 10deg nose up let go, hit the blue auto level button and the aircraft smoothly returned to level flight, really cool!
    4 points
  2. It's that time of year again!!! The future schedule will start to slow down a little bit. So far we have very little written on our board for October [emoji24] Last year's slow time (which was our fault) brought us very close to shutting our doors. We certainly do not want to be in that same position again. If you schedule some work with us from October 1st to December 31st, we will give a 10% discount on ALL LABOR. Help us keep our doors open this winter! Sent from my iPhone using Tapatalk Pro
    3 points
  3. 100% agree. I pump in all four pumps full flaps in my E on turn to final. I am rolling and rolling and rolling trim wheel to compensate for the full flaps. Power off when runway made and “Paul it” down the runway holding it off until SHE wants to land. Not a secret. A necessity. I carried extra speed on landing in Milwaukee last weekend due to controller saying keep speed up and tower turning me away 70 degrees when I was about 20 degrees off being lined up. I was high as a resul, but had a ton of runway and the FBO was closer the farther down it I got. No worries, but I still was fast when mains planted. Still wanted to fly. Didn’t need to apply power as bounce was minimal. I DID hold the nose off and let the speed bleed until mains and then nose settled. NEVER force the nose down on a MOONEY EVER.
    3 points
  4. Have Edison at Wet Wingologists or Paul at Weep No More do it. They've done more than anyone else has other than Jose himself.
    3 points
  5. Had my first 3 hours of transition training in my new Mooney M20F today. Due to 1500’ ceilings, we did circuits, practicing constant speed prop procedures, landings, short field, and soft field take offs. If I could summarize....No news here. The approach angle and speed are of utmost importance. Get the descent down, control altitude with throttle. Hit the runway threshold, pull back to idle, and flare just before touchdown, look down the runway and hold off. I was actually surprised how “easy” it was to land the M20F! Kept hearing horror stories on here about how much they float. They do, but I really didn’t see an issue with the dreaded “I’m going to need more runway” problem I thought I was going to have. Yes, I did bounce one out of the 17 or so landings.... I was too shallow on approach and had to really pull nose up to land on the mains. Being too high. BOING! My FI was very good at explaining that you need to “worry about approach angle first, speed second”. It really made a difference after that.
    3 points
  6. Full flaps, full up trim, gear down... Abort and Go Around Shove Black, Blue, Red to the firewall (Blue and Red are likely already there) and just put the yoke where it needs to be. It will certainly take some effort but I can hold the yoke in place while my thumb holds the trim switch nose down. With the free hand move the flaps to take off position and then get the gear. All of this can be done in just a few seconds. I did it recently on a flight review. Just fly the plane, don't be a passenger.
    3 points
  7. It is early Monday morning and many details still need to be ironed out... There is a storm brewing at the MooneyMite site, and MooneySpace has some virtual hangarspace set-up and capable of housing many MooneyMites looking to keep the mite community intact. Let the MooneyMites know we are here. The door is open... As far as next steps and how to integrate the history of data.... that may take some time, money, and some ideas.... Lets work on getting the welcoming going... As for me... I am simply a longstanding MSer that does a fair amount of reading and writing and sharing on Mooney ideas... I came across the challenges of the MooneyMite site from one of the MSers that is a member of both sites. Understanding the power of communication, we got some emails flowing quickly between Craig, MS’s webmaster and Dave, MM’s webmaster... Have a look around. MS started about a decade ago. We have MSers from around the world. They fly some of the oldest and the newest Mooneys ever built.... Please feel free to post a hello note! Let’s get started. Welcome to the greatest community of Mooney owners, pilots, maintainers and suppliers... Private Pilot thoughts only, I took it upon myself to write this welcome note, I am neither a marketing expert or a writer for MS.... Best regards, -a-
    2 points
  8. All true... of course... thus the At the same time I'm a lot less on "high alert" cruising along in the low flight levels on an IFR flight plan than I am down in the weeds, VFR on a "beautiful for flying" Saturday with all the NORDO's.
    2 points
  9. If I needed one here's how I would do it for $2000: After reading the manual, I'd discuss with my A&P/IA where he thinks the GDL-82 should be mounted and go over with him where the antenna should be and how he thinks the harness should be run. gdl82install.pdf 1) Then I'd buy a GDL-82 from Aircraft Spruce with the 10 foot harness for $1733.75. 2) Then I'd pull the side panel and headliner and run the antenna cable. I'd put the other end of the GPS antenna cable on the GDL82 (See #1 Below). The cable that was on the antenna I'd put on the other GDL 82 connector (See #2 below). I'd also pull the belly panel where the transponder antenna is. The cable that previously ran from from the transponder to the antenna I would put on the XPNDR connection on the GDL-82 (See #3 below). 3) Then from the harness I purchased I'd run the power and ground up behind the circuit breakers and plug the other end into J821 on the GDL-82 (See #4 above) . My A & P would drill the hole for the antenna and connect power and ground and inspect the work I did. Then we would test and troubleshoot if necessary and he would do the paperwork and sign off. I would pay him more than he asks and still be slightly under $2000. But even if it ended up a couple hundred over, in aviation terms that's pretty close. I do my annuals this way and assisted him with a top end overhaul earlier this year. That's the advantage of the GDL-82, anyone with common sense can do the basics of it with some adult supervision. It's not rocket surgery. But I also understand that not everyone wants to be that involved. I enjoy learning and usually when it's over I'm happy I only had to do it once.
    2 points
  10. ATC sent me right through an embedded cell at night over the KY mountains years ago. Quite a ride. But Paul is right, Center has better radar today than back in the '70s. It's my memory that I ordered a ($9000) Ryan Stormscope the next day.
    2 points
  11. I employed this same/similar technique, a very slow and deliberate leaning process with 10-15 second pauses at each 0.2 gph increment. I synched the clock in my JPI with my watch, to the second, and manually recorded only the fuel flow with time stamps to later correlate with the temperature data I downloaded from the JPI 700. This makes the manual recording task much less demanding. You said you have data logging on your JPI 700, are you able to download it? If its an older installation it requires a special cable - PM me if you don't have the cable. If you aren't able to download it, a GoPro or phone camera, as someone already mentioned, works great to capture the JPI display data quickly and accurately, although it it is a bit tedious to step through each cylinder at every fuel flow increment. That's how I did it the first couple of go-arounds with the original Lycoming injectors to baseline the engine and see if GAMIs would be worth it. The other thing I did was stay at a lower power setting than you're using, based on some Mike Busch reading I did. I use 25/2400 and 4,500 MSL. That puts your manifold pressure roughly at ambient pressure on a standard day, which Mike recommends. It also keeps your engine at a low enough power setting that just about anything you do with the mixture won't hurt the engine. I repeated this technique through three iterations of injector swaps to ultimately get to a 0.2gph GAMI spread, as determined using the above technique. I just installed a JPI 830, and verified the same results (0.2 gph spread) with the 830 data. It can be done with patience and discipline in your data collection. Cheers, Rick
    2 points
  12. Taxiway Hotel is about the size of my home strip... Bravo and Fox look like they are both about the same width, and twice the length... By my count, you could safely have.... 16-24 Mooneys depart simultaneously... one pair for every 3000' of runway and taxiway not adjacent to a building or ramp....
    2 points
  13. Taking out a working com 2 and replacing it with a handheld should be considered murder Handhelds are for emergencies only and although you might be able to hear what people are saying on the radio - they can't hear you. We have a motorglider on the field where I am that uses a handheld and you can hear him keying the mic and I've heard part of a word a couple times but that's it. If he used his mic key to transmit in morse code chances are it would be easier to understand what he is trying to communicate. Your 296 Garmin will mount nicely to the yoke or the compass post in some Mooneys. I wouldn't butcher the panel and have less function than before you started. I'll go a step further, dump the 296 and get an Aera660. It is light years ahead of the 296.
    2 points
  14. I suspect this is about what we see real world. Don't get me wrong 2 G5's & GFC500 is an amazing and capable set up but definitely more than TT. Real world numbers for the TruTrak are $5000 for the kit, we cap the labor at 25hrs @ $90/hr and if we do it under 25 hours we only charge you real time. The estimate from TT of 18 hours is a little optimistic and assumes you run into no surprises which is unlikely on a 30+ year old airframe. Based on the installs we have done on Pipers & Cessnas the first install was 35 hours (billed for 25), the second install was right around 22 hours (billed for 22 hrs) and after a few more my guys have it down to 25 or under which includes finding and fixing small issues related to the aircraft or wiring. So when the Mooney kit is approved I can guarantee that at our shop (EGA Aviation / Wolf Aviation @ KVGT) the total installed TruTrak Vision system will not cost more than $7,250 and possibly less. That assumes that TruTrak will keep the price of the Mooney kit the same at $5000.
    2 points
  15. Stormscope is immediate, XM and FIS-B is delayed. I wouldn't want to go cross country without one. I'd recommend biting the bullet and either replacing it with a used one or getting it repaired. I'd even considering buying a new one at $4,500, getting the warranty, and selling your broken one to someone else who would get it repaired.
    2 points
  16. Yeah, like I said, I think this is relatively recent upgrades to ATC. Over the last two years, and a fair amount of IMC, ATC usually reaches out to me before I even ask, and will suggest a vector or two or three, to stay clear of a cell that's just popped up. They recently threaded me between three large cells on my way home to Austin. It was almost like progressive taxi instructions. They seemed to have up the minute data, and obviously could see us easily as well. They easily kept us clear of the ugly stuff and home safely.
    1 point
  17. Just got a reply from Corey at Trutrak and he did confirm that the Vision will be compatible with the Aspen AND the G5's! It is still in the works but will be released soon.
    1 point
  18. Looking at the specs for the 4587 taxi light and the 4596 main light, the taxi light has a 10°x30° spread while the main light has a 10°x10° spread. This spreads the taxi light. I just bought the taxi light because it was called a taxi light. If I had it to do all over again I would buy 4 1030-4596 to get a brighter long range taxi light. The spread isn't all that important to me.
    1 point
  19. I have 1200 hours on my acclaim. So far I topped 1 cylinder only because the mechanic was misguided and held my plane hostage. At 1200 hours I’m using 1qt oil per 3 to 4 hours down from 1 qt every 8 to 10 hours. the engine is 11 years old and is flown 100 hours per year. Compression is from 62 to 72. I usually fly at 14500 with 28” and 2400 rpm. I keep TIT at 1600 and CHT below 400 and burn 14.1 gallons in cruise LOP at 180 kts. Going ROP burns about 18 gallons and adds 10 KTS ROP gives me 10 extra KTS for 4 gallons or almost $20 per hour more LOP saves about $1800 per year in fuel and lord knows how much in engine repairs
    1 point
  20. I went ahead and ordered the kit. Too cheap to pass up and a C shares the same body as the E. Trimcraft was adamant about the completeness of their kits (years of experience), I just wondered if anyone here had experience with them.
    1 point
  21. I'm somewhat in agreement with @LANCECASPER on this. If I owned the airplane... I'd be installing an engine monitor right now. Probably a G2 ($2500) if I know I'll be selling in the future or an EDM900 ($5K) if it's my forever airplane. I would also be shopping for a used 430W ($8K) or 530W to give me better radios and a moving map GPS. I'd also be looking for a 330ES ($2K) transponder from @Alan Fox so I'd have ADSB... which would only work if you had already put in a WAAS GPS. I'd also be scouring Barnstormers for an HSI... ($500) Given enough time and patience I think $12K would get it done to an acceptable level for me. If I didn't own this airplane... I would maybe keep looking? But maybe not. Well built E's are getting more and more difficult to find. Typically my minimums would be an Stec30 autopilot and a 430W. If you have that, you can build the rest pretty economically. This one is missing the WAAS GPS and that's about an $8K problem.
    1 point
  22. Plus 1 for Paul's advice. I had the ACDelco senders reconditioned by Airparts of Lock Haven when I upgraded the panel including a JPI EDM 930 6 years ago. I could not/would not depend on the fuel level info but I did have very accurate fuel flow accumulator so it was not great but okay. Earlier this year I expanded the fuel bladders to 32 per side and I took the occasion to go to CiES digital senders. One of the best things I've done. Precision is almost unbelievable. If you want to stick with what you have contact George: George McKinney - gmckinney@airpartsoflockhaven.com http://www.airpartsoflockhaven.com/
    1 point
  23. If the small amount of oil is beneath your engine instrument cluster, you probably have a leaking oil pressure gauge or oil line. If you lie on your back on the co-pilot seat with your head and shoulders on the floor you should be able to find your leak. You’ll need a good flashlight and trace the hose from the back of the gauge forward to the firewall.
    1 point
  24. I dropped my airplane off at Phoenix Sky Harbor on Sunday for some warranty work on the avionics. I was very careful to line up where I was supposed to, not wanting to land on one of the many other options. On final for 7R below.
    1 point
  25. See if I have this right.... there is something not properly coming out in this conversation... 1) you fly IFR in IMC.... (if you don’t, you can avoid thunderstorms visually...) 2) there are two sources of weather info... pretty color graphics, that can be 10 -20 minutes old from the time it is delivered to you plane. (ADSB, XM, cell phone maybe) a sferics based device that can help you avoid thunderstorms in real time. 3) you have one device and the other one is broken. 4) Do you want to continue to fly IFR in IMC when thunderstorms may be present? Or are you OK sitting on the ground waiting for large storm systems to pass? (This assumes you are not just rolling the dice) 5) you know lightning and rain doesn’t fold a plane’s wings in flight... 6) you know wing folding forces are caused by the wind shear that accompanies thunderstorms... 7) A sferics based device is the piece of equipment to have to avoid the wind shear caused by thunderstorms. Sferics detects the static electricity that accompanies the thunderstorms. Detect the storm, avoid the shear... 8) tradition is to avoid thunderstorms by 20nm? (Check on this technical detail) 9) to avoid a thunderstorm by 20nm requires having a sferics device or an actual working radar on board. 10) lines of thunderstorms that cross multiple states are hard to avoid. It can require finding a gap between cells. If you have all that.... A good sferics based device is the best technology for avoiding plane bending storms. it has to be in good working order. The operation has to be understood by the pilot The options a pilot has.... Avoid flying in IMC in springtime when there are a lot of storm cells imbedded in clouds. Avoid flying in IMC unless you know what else is in there besides you. Have all the tools on board to keep the wings from folding up. New pilots need to avoid... Flying VFR into IMC (deadly) Running out of gas (possibly deadly, kind of a dice roll depending where you are when it happens) IFR Pilots need to avoid... flying into thunderstorms (where flying slower than maneuvering speed may not be enough to keep the wings on) flying into icing conditions (some anti icing equipment is available for this to improve the odds) Summary... Get your sferics device fixed and train using it so you can safely avoid thunderstorms imbedded in imc. It’s value is based on how you avoid folding up your plane’s wings... Avoid the costs, by sitting on the ground when you can’t see the imbedded storms in real time. Flying in IMC becomes serious business when other things can be in the clouds with you... have the tools to avoid rocks, ice, thunderstorms, other planes, and running out of gas... These are typically worth what your life is... Not trying to be a fear monger. Just trying to help a Mooney aviator understand the available tools used to avoid the risk types he may encounter. Did we figure out what is missing from the conversation? PP thoughts and logic only, Mooneys aren’t strong enough to fly in all conditions.... Best regards, -a-
    1 point
  26. That is my experience.
    1 point
  27. Spent Friday afternoon building something to clamp the buck to so it would withstand a little force and not distort. I headed out to the airport around 9:45 this morning and slung the doors open at 10:10. No sooner than my doors opened, up drove my neighbor and his A&P, seems he was having some wheel bearings issues (see my post “Flooded Hangars” back in June). His A&P who also is an IA was looking and the wooden contraption and the buck and cooling lines (water was flowing), he quickly figured out what I was up too and asked if it was FAA/PMA approved. Me and him (A&P) speak but that’s about it, he’s still upset (embarrassed) that I have chased him down in the air because I found his dipstick in the run-up area (twice). Anyway by the time I everyone was gone I had 50 minutes of work time before my buddy across the field would be showing up for lunch. A heat gun works great other than its small areas that are workable, the offset was going to be the hardest part due on bend being an inside bend and the other an outside bend. I slowly worked the ABS just a few degrees from the center out, after several passes I had the ABS bent roughly 90. It seems there is no part that isn’t a compound curve so a lot of shrinking and stretching going on, but it was working out as expected. After lunch I was able to complete the bend around the CPVC and started messaging the bull nose closer to the shape desired. I was a little concerned that I was possibly deforming the CPVC so let it all cool down and popped it off the buck, the water was doing its job and the CPVC was still as round as it was when I started. Hopefully tomorrow I will be able to get back on it, now that I know there is no issue with the CPVC I can heat up larger areas and start smoothing out the bull nose. Looks rough but I’ll post the pics anyway, going on my test pieces earlier I have confidence the bull nose will smooth right out.
    1 point
  28. Cell reception in a small airplane is not very reliable. I try and try and try to get weather data on my phone and occasionally I can. But usually not. Plus I question the value of 20 minute old cloud to ground only lightning.
    1 point
  29. Jose' my cell phone has spotty coverage already at say 6000 ft and also highly dependent on where I am geographically - more rural areas have more spotty coverage. For example right near here, over the Adirondacks, there is almost no coverage at any altitude. But ... weather still happens there - in fact more so - bad weather sometimes forms right over those mountains because of orographic lifting. I just don't see how you can rely on cell coverage as your main source of weather.
    1 point
  30. If the pads wear to the point that the o-ring in the wheel cylinder gets to the corroded part of the bore, it is possible that all the fluid suddenly dumped overboard. I've seen it happen. This makes a big puddle on the ground after you re-fill it and pump a few times. The older master cylinders would make pressure no matter what, the newer ones need to force two pistons together to make pressure. if there is the slightest amount of air in the master cylinder this won't work. You may have not bled it enough.
    1 point
  31. Hank, if you would have had an incident in your friends plane, the open pilot warranty would have covered the damage to the plane and the insurance company most likely would have sued you to recover their losses (subrogation). Think carefully before flying an aircraft if you are not a named pilot with a waiver of subrogation, have a non owned policy or non owned clause in your policy.
    1 point
  32. Agreed Hank many of us declined to join most social media sites such as Facebook twitter Snapchat etc. for various reasons.
    1 point
  33. Welcome fellow Bravo owner! I'm a LOP convert, and I'm also in the throes of GAMI adjustments having just changed engines (at 2200 hours, the fuel pump and exhaust system were getting tired, the final straw being the original cylinders wearing out) To take each of your questions in turn: 1) Without a data logging JPI, you've been given some options above, but I would suggest leaning very slowly, letting it settle, and then taking the readings. Might need a long cruise segment to get enough points though! (I had a long cruise segment a few weeks ago which I used too get myself in the right GAMI ballpark. Process after establishing the cruise was just to tweak the mixture out a little (say about 1/5 turn on the vernier) every minute or so - if the fuel flow doesn't settle to a value that averages out 0.1 or 0.2 lower than the previous sample then richen up and do it again! I spent 40 minutes getting down from 18 to 13GPH (easy airspace with minimal ATC interruption) 2) The readings jumping up and down up to 0.2GPH without touching anything seems to be frequent on mine. This seems to be an instrument thing (it's counting pulses, so maybe it is a pulse just in or out at the start and/or end of the measurement cycle). I have the original Shadin Miniflow and the JPI running from the same (Flowscan) sender, and the Shadin is noticeable more damped than the JPI, to the point the Shadin lags the JPI by maybe a GPH or more when leaning 3) Maybe worth getting another 10-25 hours on that cylinder - when you consider it fully run in, then that is what you are going to set up for. Remember you get so much tweaking time with GAMI for an install (a year I think) 4) Although the MP may stay the same over an altitude range, the temperatures do not (IAT is the one the engine cares about), and it is overall air density that affects the mixture. In the POH you will see the fuel flow for an MP setting varies a little with altitude, with a small temperature correction too. I would also suggest 50 LOP is the lean limit unless you are CHT limited - when you go further LOP not only is the power is dropping off but the BSFC is getting worse too. I find that at 30" 2200 I can keep everything happy at about 10 to 20 LOP When you get your data logging with a JPI sorted out, by all means choose a sample period to suit yourself, but I would suggest using the lean find option which then sets the interval to 1 second until you exit the function, and a normal reduced rate will then increase the length of flight time the unit can store.
    1 point
  34. Then spend 4X the TruTrak price and get one! Personally, I don't plan to make flights where 200 - 1/2 is forecast. But sometimes weather happens. Isn't that why we practice handflying approaches?
    1 point
  35. And the problem is? There's a vast market for a cheaper autopilot for most of the GA fleet that will never see 200/ 1/2 You want everything including autoland? Go. get a used Airbus 320 and try to feed it. Come on now, the market for TruTrac is far different than full 200 & 1/2 capability You want more? Spend more. No one is stopping you!
    1 point
  36. UPDATE: A few breakfast and lunch runs, a trip to Myrtle Beach and Florida and finally had accumulated 30 hours on the oil. I nervously sent in the first oil sample to Blackstone Labs. (awesome company) The report came back as a few areas were slightly higher than average but as expected from the cylinder #2 overhaul! Engine from 1977 and she still purrs happy and strong. Developed a small weep in the left wing that my IA and I will tackle this fall with a patch. No other squawks to speak of. What a blast a Mooney is to fly. #Mooneyspeed Thanks to everyone on Mooneyspace for all the threads and knowledge to help with this resurrection.
    1 point
  37. Paul, I suppose it depends upon where you fly. As I have recounted before, I used to do a NC to So. FL round trip every few weeks for several years. Often there was a line of convective running E/W across the route from Savannah to Jacksonville. Even while trying to stay clear of clouds it is necessary to know which buildups have to be avoided. And since there is another line of clouds behind the one you're looking at it is necessary to know what's behind what you can see in order to pick the best path. Been there, done that, for me a stormscope is like my 50 year old AX card... I don't leave home w/o it. Usually there would be a 50 mile stretch where I was zooming the SS range from 100 miles to 50 or 25 and hitting the clear button about every 60 seconds - old info is worthless, NEXRAD is just about useless for picking a path through weather. OTOH, I've flown through "red" ADS-B weather on the 750 with confidence if the stormscope was quiet. When ATC asks about your ride you know he's seeing the same heavy rain that's painted on the 750. I'm smiling and reporting: "smooth ride in heavy precip".)
    1 point
  38. I would cut a new panel taking out the upper gauges and center the aspen (also drives me crazy). Something like this...
    1 point
  39. Truth! Anthony also heard Bob Kromer's talk one Summit--every knot too fast when you flare will cause an extra 100' of float.
    1 point
  40. What do used 480's cost these days? That's what we have. It took some time to learn how to use it, but now I like it so much that I wouldn't even do an even trade for anything else. Since they're so much less common, I wonder if they're a little cheaper than a 430W or 530W.
    1 point
  41. 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-
    1 point
  42. 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
    1 point
  43. They really need the hangar pitch black and turn on lasers and strobe lights and a few explosions to make me care..
    1 point
  44. If Harrison Ford, Delta, Air Canada and Coninental can be confused enough to land (or line up with) on a taxiway, so can I. Those runways and taxiways all look similar... That may be good company, but I'd prefer not to join the club.
    1 point
  45. Heck, I had to read a third of the article before being certain about what the were trying to address. No wonder we get confused as to what airport we're looking at.
    1 point
  46. Mistress is expensive y’all. Driving base model econobox helps offset
    1 point
  47. I use a Mini on a RAM mount on the pilot side yoke. I'm pretty sure it was that combo that broke my jaw and took out my tooth. Today I learned that I will most likely need one more tooth removed, 5 or 6 root canals, bone grafting, braces, and then implants. The insurance company is throwing a fit and refusing to cover any of it. It will probably be 25AMU's by the time its done. Throw the iPad away, Install a GTN750 and Velcro a pillow to the yoke. You will be money ahead Cheers, Dan
    1 point
  48. Glad to hear you figured it out. Don't worry the oil will find a new place to escape it hates being trapped inside the engine. Oil likes the view from the bottom of the plane better.
    1 point
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