Leaderboard

The leading edge is perpendicular to the cabin, but the trailing edge sweeps forward, so the span-wise chord line (or whatever you call it) actually does sweep forwards. Same could be said for the vertical and horizontal stabilizers

It's been a while since I've flown missions down to Baja for Mother load chapter of Flying Samaritans.Last month ,a group flew down to SAN Quintin ,Baja Mexico Sur.Flights consisted of all volunteers,Dentists,Nurse Practioners ,pilots doubling as equipment repair specialists,MDs ,specialists etc.Here is their report....patients are treated free of charge in a 15 x30 cinder block Ranch structure ,dispensing eye glasses,basic medical and dental services to underserved areas of Baja California.

If you follow the LPV steering all the way down the debris trail will be on the centerline and will start at the TDZ.

It has to be water. Remove the tank drains, draining into a bucket and see what comes out.

Here is mine. Sorry I took the containers out before taking the pic. Incidentally, I recovered almost 8 ounces of oil from my oil change. Naturally, it would be much less (or none) if you are willing to wait 15 or twenty minutes between pouring in each quart.

We just finished this panel yesterday. Turned out Great!

Just did one Monday into Rochester MN. The ILS was out of service, so if you didn't have LPV you were not landing on Monday until after 3-4 PM when the weather finally broke. I LIKE the ILS better, but that's the old school in me. I probably do 60% ILS and 40% LPV, doing +/- 12 approaches a year to under non-precision limits. Tom

The problem is I won’t fly widespread low IFR in a single, so not many. That said, with 1000ft ceilings I’d still rather fly the LPV or any RNAV than any other kind of approach. Sent from my iPhone using Tapatalk

While its nice to say you have LPV capability with a WAAS 430, start asking around (here too) how many IFR pilots ACTUALLY file into weather that requires 200/ 1/2 or 250 LPV approachs. How many of those type flights do they actually do every year? Will YOU as a NEW IFR rated pilot WANT to file and fly into that type of weather to use the capability enough to justify the cost at this time? I think not. How many on this thread ACTUALLY routinely file and fly "actual" 250' LPV approaches? Come on- how many times do you REALLY do it? And how many times that you actually did it could you have done an ILS at the same airport? See new thread! Give long thought to filing IFR in a single engine airplane, with low ceilings everywhere (no way out if you have an issue) and you with a brand new IFR ticket in your pocket. Think long and hard of your options. You will be maxed out enough going into 600-1 weather until you get some real experience. You will have full ILS to 200/ 1/2 , VOR non-precision AND hundreds of GPS NON-PRECISION approaches (down to about 600') available to yourself with the non-WAAS 430. This may be all you'll even need or want once you really start your IFR flying and gain experience. Skybeacon is the easiest and cheapest way to go ADSB Out. Virtually no install cost. Use your tablet for the in and Wx. KISS- keep it simple (and cheap) stupid!

I am on the road earning mooney Mx $$. I have not seen the repair but was told they used all new parts and may have even installed a new fuel line. It is only about 2 feet and totally accessible. Your reasoningg for the higher FF makes sense. I was getting FF at times around 12 GPH when it should have been under 10. So glad to have the JPI 900. So glad to have a CO monitor. Next step is to earn enough money to have these in a plane where I can open the cowling prior to every leg.

Getting water to the gascolator without showing up in the tank sumps..? 1) This would imply that fuel carries water with it until it gets past the sumps... 2) We know that fuel does have a very small amount of water dissolved in it at times, at equilibrium with temperature... We would need to know something about this equilibrium... does it require getting colder to hold less moisture in equilibrium? If the gascolator is colder than the fuel, moisture would be falling out of solution, and collecting in the gascolator.... does the fuel evaporate in the gascolator? Water would be left behind... This would become more important depending on how many hours you fly per month... 3) Crossed up plumbing could be a reason... but mixing a pee tube with fuel plumbing hasn’t happened yet. 4) The valve axle has been known to leak air into the fuel system... If water is spilled into the valve area, it could enter the gascolator the same way... 5) The intention of the gascolator drain procedure is to empty the length of tube from the tank to the valve. Do it twice because we have two tanks... The smarter you are... the less these procedures make sense... you realize that one procedure fits a whole bunch of challenges... you skip the realization knowing that there may be something you don’t quite see or remember... So you follow the procedure for good luck... 6) I don’t like to return fuel back to the tank... No moisture is pretty visible, some moisture, I used to decant and return to the tanks... outside birds might decant a lot... dirt specs aren’t so visible when they are there... Spilling fuel across the wing seems to be my specialty... The aroma of fuel seems to follow me around for hours... no sinks around my hangar... no baby wipes for decades... Chemical handling technique... Once it has left the container, it is no longer a known entity... never put it back because a contaminated sample will now contaminate the entire container... Now you have to keep that fuel cup extra clean... PP thoughts only. Not a mechanic... Best regards, -a-

Rectangular planform (Hershey bar) wings naturally stall at the root first -- one of the reasons for choosing that planform for RVs and Cherokees. The Mooney wing has aerodynamic washout to accomplish the same thing: NACA 63-215 @ root, NACA 64-412 @ tip. Due to manufacturing tolerances, the left and right wing generally do not reach stall at exactly the same time and the stall strips are added to adjust for that. Not sure how it is done today, but in the early 90's during each airplane's factory test flights, the stall strips were attached with duct tape and adjusted until the roll at stall met specification and then they were permanently installed. At least that's what Rob McDonnell who was VP of Engineering at the time told me.

It’s ok because it’s an ILS. If it had been an LPV approach that would have been dangerous!

I'm going in Jan/Feb/April with the Tucson chapter.

Yes, it's one E5 compared to 2 G5's.

How mad would you have been if you opened it up and found a Raspberry PI

Actually most of the pilots are not Doctors...they can end up repairing equipment or even help moving a patient ,mending a roof,dispensing donated glasses (trial and error method ,though this is improving with donated equipment)

The E5 got its STC on 12/11/2018. https://aspenavionics.com/news/aspens-evolution-e5-electronic-flight-instrument-efi-receives-stc

Absolutely. We’ll put anyone to work, doing something.

Thought I would pass this on... I have a new-to-me airplane with Continental O-470's on it and I am still finding all the "easter eggs." One of those eggs came in the form of a hot mag. I found the hot mag during an in-flight mag check; no drop on the left mag on the left engine. Broken p-lead... easy... and it was... except... I fixed the p-lead and reattached to the mag. Cool. Taxied out and did my run-up only to find the left mag dead. Clearly it was being grounded out, but how? I checked all connections. Disconnected the p-lead again and it ran fine. The switch (it's just a toggle) tested fine as did the p-lead. Stumped... Finally went to the mag shop on the field and low and behold they had a Slick sitting on the bench with an insulating washer on the connection. I found the problem! An insulating washer on each post of each mag and, volia! Everything works as it should. The confusing part was, there was no washer on either mag so it appeared to be normal from my perspective. Someone left the insulating washer off of both the mags, it just so happened the lug I reattached was touching the case and grounding it out. Basically, it was a situation where either or both mags could have grounded ON THEIR OWN and that would have resulted in total engine failure over a washer. Moral to the story, if you have Slick mags, check the p-lead post and make sure there is an insulating washer installed! I wish I had taken pictures, but I didn't

But watch out when he has a Dremel nearby!

No fan of Jerry's piloting but the video doesn't necessarily show what he sees. GoPros are not high quality cameras and their reliability in depicting things in low light situations is not that high. Maybe he had the approach lights at 200. Maybe he had the other runway markers at 100. Maybe he had 1/2 mile flight viz all the way down. Maybe technically legal. Maybe not.

Leak found. It was a ferrule and nut on the electric fuel pump that connects it to the fuel selector. To my knowledge this was last touched about 4 years ago when the pump was replaced. My last few flights the fuel flow has been much higher than normal Not sure if this is the reason but it’s a start.

If you plotted the centerline of the wing, you would see it sweep forward. Optical illusion with the perpendicular leading edge! More obvious with the vertical tail, which is also swept forward. (These are aero definitions...the general non-engineer might argue differently) Sent from my LG-US996 using Tapatalk

Actually, stall is the point where CL begins to decrease with increasing alpha. If CL actually went to zero, the plane would be in free fall.

Hmmm, If you think you had a fluctuation in fuel flow it maybe something in a fuel line or fuel pump. Although I would think if it were the pump you would have had issues on both tanks and had to go to boost. If its a problem of fuel getting to the engine (and not a water issue) I would assume an obstruction of some sort. You may also be able to verify on your engine download with a spike in temperatures due to low fuel (i.e. very lean for power setting) depending on how long the stutter was. For my water episode there was no fuel flow change and just and just a minor fluctuation in CHT's. Interesting that the fuel flow would spike over normal though when it should come down if you were stuttering for not enough fuel flow....interesting, looking forward to your update.

That video was awesome! I’ll bet the NTSB salivates when they see something like that. It’ll make the accident report easy to write.

I place the GATS directly below the gascolator drain. Return to the cockpit and pull the ring for 4 seconds on each side. Then adjust the GATS jar depending to the splat on the hangar floor and repeat (typically several times before hitting the target). I attempted using an LED pointer to line up the jar. I'm now using a funnel stuffed into the GATS and have increased to a 60% chance on the first try. (The larger funnel made the GATS top heavy). Thank you for the tip to check the wing sumps first; I have been using the incorrect order.

The ea100 is an analog converter to emulate the ki256 et al. It is not needed for any of the new AP’s except for maybe the 230.

True, but had it failed, I would have had another one to keep me going... [emoji13] Sent from my Pixel 2 XL using Tapatalk

Possible water in right tank. - When you fueled up last time was it raining? - Do you keep airplane outside? If so, when was last time you changed fuel cap gaskets? - Do you top off after each flight or leave half empty? - Did you sump before flight and look at sample real well? - Do you have an engine monitor? If so, download and share with the group. I also belong to SAVVY engine analysis and they will analyze your engine data. Good to do for situations like this plus they can also analyze for overall engine health. I had water in my tank last winter. Symptom was a hiccup every now and then, no change in fuel flow or engine temps. Sent off to SAVVY and between my debrief and their analysis we suspected a little bit of water. Made sense because a couple of days prior when I fueled, it started to do a slight Florida winter mist towards the end of my top off. No rain, no sprinkle, just a little mist. A little water can create havoc. I put a half bottle of HEAT in and no issues. - Do you have digital fuel flow? did you look at it and see any fluctuations? But hopefully and probably just a little water. Other possibilities would be something in your lines coming off right tank through gasculator. Was gasculator cleaned at last annual? Just my initial thought from experience but I am sure you get a lot of input in here and a good direction to take next......

My guess is because these rockets are really experimental aircraft/spacecraft its not the same as a standard flight. I think they may be keeping the whole area clear in case of a worst case scenario accident of a thousand little space ship pieces falling back from near space into the ocean at warp speed. You don't want an airliner anywhere near such uncontrolled dangerous debris or even the possibility of that.

Thanks for everyone's input. After further evaluation, it does appear the Acorn piece is too long for the TCM piece. My mechanic replaced the whole assembly with ACORN. So far that is working well. In addition, he ordered a replacement TCM piece (photo) and it appears TCM changed the shape/design. I suspect these changes did not make it to ACORN, causing the incompatibility issue in my plane. I fortunate to have very good mechanics to help with these issues.

Quick update all. I am OFFICIALLY the new owner of N201DY. It is a dream come true for me. Next step is 39 days till I retire on my 55 Birthday. Then spend a whole bunch of time flying this pretty bird & learning from the best. Found a hanger at 5M3 about 5 miles from the new retirement compound so when I am ready I will do a great cross country south to north.

Simply awesome! Good on ya, and Merry Christmas! It is great to deliver good cheer in your own magical sleigh. Sent from my LG-US996 using Tapatalk

Thanks for all you do, Kelly. It is so great to see this kindness.

Yes. In VMC I’ve watched the LPV guidance below the DA to about 50’ AGL. Beyond that point I don’t know because I stopped looking.

That is so very, very cool.

That’s awesome Kelly - that’s a hugely wonderful gift to do all that. Sorry I can’t up with more appropriate words to thank you. Merry Christmas to you as well! Sent from my iPhone using Tapatalk

The day is usually most busy when a Dentist is avaible..40/50 patients ,extractions in the morning ,restorative in the afternoon...a new patient showed up with a complex problem...Her name is Maria ,and presents with complex cleft palate ...

Dispensed glasses

This is my kind of thread. you geeks. fellow geeks. fellowship of the geeks.

And all the prices Marauder quotes are just equipment... you’ll need significant install, new waas antenna, etc. Potentially 1.5 or 2 times the equipment cost. thats what makes wingtip/tailbeacon so attractive. Install easy, no new antenna.

No cheap way to upgrade the parts you already have. Buy a skybeacon and get everything installed. Use the iPad for adsb in. Use the 430’s nav radio to fly ILS precision approaches.

Anything with wings and a prop that flies ought to get it done. Just get a PPL (flying anything) and then get yourself a Mooney.

With a 1100# UL, An F model Mooney will hold 4 180# adults, carry 64 gal of fuel, fly for over 7 hrs, blast in and out of short fields and does move at Mooney speeds. PLUS you dont look like a dork flying one! Now you have heard of another!

That means the tanks are too small.

You should see it with floats. Like a bag of hammers with a barn door attached.

Getting the RPM wrong, setting the FF too low so the CHTs shot up too high, not doing any sort of test flight or test run, blaming the ferry pilot “for not noticing it was wrong” and then hanging up on me and refusing to do anything to “make it right” IS a reason not to use that service center. I have other reasons, but that was enough for me. The shop made it very clear that they had lots of other planes there and mine was not a priority. I have subsequently found a place where they actual seem to give a sh*t about me and my plane and they are the ones I make the checks out to now. It must be nice to be so successful that you can treat customers that way. Don’t get me wrong, they were very nice until I pointed out what was wrong, then it was just excuses and blaming other people. I don’t expect anyone or any shop to be perfect, but I do except people to own up to their mistakes and try to make it right.

I have the 280hp version. My io550 is approaching 2100 hours and going strong. Just put a Harzell top prop on it. Made a great difference in takeoff roll and climb. Didn’t opt for the 310 hp work. Why? I fly cruise at a maximum 24/24 lop. Still fast and very efficient. Why? My engine is maybe a little less stressed and this helped me get so deep into TBO with mostly original cylinders. Why? Because if the take off performance was much better it would only help me to launch from airports shorter than I’m willing to land at anyway. So 280hp I remain and I still can climb at 1000fpm at max gross around std conditions. I’m happy. Sent from my iPhone using Tapatalk