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Showing content with the highest reputation on 01/02/2019 in all areas

  1. How did I get to be the first one to post flying pics on here:) Started the new year off with a good flight, wish I would of had a place to go! Sent from my iPhone using Tapatalk
    6 points
  2. First Flight in 2019 Today we completed our Holiday travel. Spirit of Saint Louis KSUS to Baltimore Martin. IMC in departure from St Louis and some ice from surface to 4500’ then clear skies and strong tailwinds. Nice performance from my new 9 blade prop: A good aviation start to 2019.
    4 points
  3. Way to get it started, Mark! Happy New Year! May your number of landings equal your number of take offs all year long... And of course, let the rubber always touch the runway, before the prop tips do... And other positive forward looking statements... Best regards, -a-
    4 points
  4. Well, N1017L, my 1982 Mooney Rocket I’ve owned since 2001, flew for nearly 2,000 hours, was officially sold as of 6:00 PM yesterday. Both my wife and I have pretty ambivalent feelings, having flown our Rocket into probably 75% of the states in this country, and kids memories of a lot of those trips too. My first cross country airplane in 1996 was an F model, N929PG. We flew her for 5 years, accumulating 1300 hours with my now 26 year old being 4 years old when I bought it. He used to sleep on a bed made on top the luggage in the baggage compartment during many Michigan to Colorado trips in the early years. The buyer, a very quality guy out of Austin, TX, began the initial inquiry and commitment to purchase during the air show in Oshkosh of this year. He said once we talked extensively about the plane, he was buying from the owner more than just the plane. I was not bashful disclosing things that I would address if I continued ownership of the plane, and a good review of my logbooks made it pretty clear I did not hold back on any maintenance throughout my ownership of the plane. He came up and inspected during my annual, which began in August and was not finished until November (engine overhaul on another thread). He had say in every aspect of the overhaul and never got a final number from me until two weeks ago (I was waiting on all the OH bills to come in). We were $5k apart on his expected number and my final number, and he hadn’t accounted for the $5k prop OH. A tip to other purchasers, he’s getting a lot of items that don’t normally come with the sale. His only request to meet my number was getting a Flight Stream installed, which I provided for the sale. By not beating me up he got a lot of stuff from me I would not have been compelled to provide otherwise. I’ve really enjoyed my participation on this forum over the years. I joined Beach Talk about a year ago, participated for maybe 4-6 months and although most were pretty decent people , I found some so caustic I’ve not been back in 4-6 months. On the other hand, this forum is the BEST ONE I’ve ever been privileged to belong to. I will stay for a while, believing 22 years of Mooney ownership and owner supervised maintenance might be of value to a few of you here. Many of you have followed my Lancair project through the later build years and the two years I’ve flown it. It’s done, reliable, and a great cross country machine. I hope as old age creeps up on me, and I no longer feel competent in the prop jet, to return to the Mooney fold for my last years flying. You guys will never lose this pilot as a huge advocate of the Mooney airplane! Thanks a ton fellow Mooniacs!! Tom
    3 points
  5. thank goodness I programmed my transponder to broadcast Marauder's tail #.
    3 points
  6. It takes energy (which creates drag) to windmill the prop on a dead engine, and it takes energy (drag), but slightly less energy, to windmill the prop on an idling engine. That's really all I've been saying and I think we agree on that point. The point about zero thrust was simply to help everyone understand that a prop attached to an idling engine on a gliding airplane produces drag and not thrust. The more interesting question is whether a stopped prop has more drag than a windmilling prop on an idling engine. This has been long studied and here is a link to a NACA report from 1933: https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19930091538.pdf The results were, drag in pounds, at 100 mph airspeed: Stopped: 94.4 Windmilling, dead engine: 101.0 Windmilling, idling engine: 100 Skip
    3 points
  7. Just flight planned my trip from Spruce Creek (south of Daytona Beach) to Iron Mountain ( in the U.P.) for tomorrow morning and it looks like winds will allow my first non-stop trip home, 1200+ NM’s, in about 3:40 hours. I guess we’ll see if winds tomorrow match what was forecast this evening. I will try to post some pictures. Maybe a departure picture of weather in the 70’s and landing less than 4 hours later in the teens with snow and snow banks will put the trip in perspective. Tom
    3 points
  8. A three ship formation today, around Humboldt Bay, NorCal Pritch
    3 points
  9. Happy new year everyone.
    3 points
  10. 222.1. about an hour in a Cirrus. That was an hour too long.
    3 points
  11. Don't forget, I'm buying a skybeacon because I don't have modern GTN750 and integrated GTX33ES kinda money. My KT76A only has one indicator and it's an interrogation light and it's not going to flash until I'm airborne where RADAR can see me. I get more/better feedback on the wifi with the app off my skybeacon than I do on my installed transponder.
    2 points
  12. Put a HarborFreight winch on the back wall of your hangar/shed and drag the plane backward into the hangar. It seems the ice might only be causing issues for pushing the plane into he hangar?
    2 points
  13. The FAA provides pretty specific guidance on what is approved for use on runways and taxiways. It is covered in AC -150/5200-30D (https://www.faa.gov/documentLibrary/media/Advisory_Circular/150-5200-30D.pdf ). See 4.6 for details. For solid deicers they only allow "airside urea, sodium formate, and sodium acetate." In general it is halide salts that are corrosive so they want you to use organic salts instead.
    2 points
  14. It has to go on the left wing tip. Flipping on the same side puts the position light facing rear instead of forward and swapping tips puts the wrong color on the wrong side. It has to be installed as designed. Even if a flip was done, the indicator is not at the tip and would still be concealed by the wing from the pilot's seat. I don't see confirming its operation to be that immensly critical. I liken it to the normal transponder. You have no way of knowing if it's actually working either. You can see power, you can see a light, but you cannot confirm if it's actually broadcasting/replying to an interrogation. However, if it's not working, ATC will let you know pretty quickly. My $.02 anyway.
    2 points
  15. that makes them pretty worthless for securing
    2 points
  16. you have to have a programmable mode S transponder, the mode C transponders do not provide any identifying info Brian
    2 points
  17. He's just really that good at it.
    2 points
  18. Hahaha ha First understatement of 2019
    2 points
  19. You can increase your glide some if your engine quits by aggressively getting to best glide speed. Pull up sharply to get there, you will gain 500 feet or so that would be lost if you just maintained altitude until the plane decelerates to best glide speed. This will minimize the time spent at a speed in excess of best glide.
    2 points
  20. Here is another Jerry screw up. The new video he posted talks about setting minimums. And then he goes into his “almighty checklist” speech to give the indication that he does a full run up and completes a pre-takeoff checklist. Ironically, his newly installed clock above the TXi is showing the time when he says he is going to do the checklist and then when he says he is done. Only one minute elapsed on the clock. I can’t even do a single engine run up and complete a checklist in one minute. Roughly 9:40 into his video. https://youtu.be/XtXFCKMRrZg Sent from my iPad using Tapatalk Pro
    2 points
  21. Sadly, I did make a mistake when I initially posted that best glide occurs at Vx... and I’ve since corrected my post to say “L/D max.” in Jets, where your thrust available is relatively constant, Vx does coincide with L/D max... and that coincides with best glide. In our prop aircraft- thrust available is higher at lower speeds- and Vx occurs closer to stall.
    2 points
  22. It should have been you!!!! Sent from my iPhone using Tapatalk
    2 points
  23. The Aspen patent has more details... US20160298985A1.pdf
    2 points
  24. I was wondering who the first MSer to post an inflight pic was going to be... A high probability went to Jerry for closing out last year’s thread. Way to go, Early Birds! Best regards, -a-
    2 points
  25. 2 points
  26. Happy New Year to all of our fellow Mooney bloggers! Wishing everyone clear skies in 2019!
    2 points
  27. Like above. Did you run into a mountain wave? It can cause airspeed changes like you said. If it was your engine you would hear and feel it.
    2 points
  28. A picture from my last flight for 2018... HAPPY NEW YEAR!!!
    2 points
  29. 2 points
  30. Happy New Year![emoji312] Sent from my iPhone using Tapatalk Pro
    2 points
  31. I've had my F for 10 yrs, 1500 flight hours! Enjoy, it is an awesome airplane. I have done about everything you can think of to this plane, paint, avionics, interior. I'm going to fly it, fly it, & fly it!!
    2 points
  32. Last week I thought I heard one of the local car dealers advertising a "Huge urine sale!" That would've been perfect for this. Sadly, it turned out to be a year-end sale. So disappointing.
    1 point
  33. If the temp is up above freezing, you can speed up the process by rinsing the plane with water from a hose. That'll warm things up faster than warm air. If you have access to a hot water tap, that would help even faster. Of course, you also need to be darn sure the air temp is high enough the residual water won't just refreeze. Somebody suggested using sugar as a de-icer, since it is non-ionic (but that means much less efficient than salt). Don't know how well it works, and the airport may frown on that and the insect problems that could cause!
    1 point
  34. I think we are all agreeing that a Mooney gliding with an idling engine will go farther than a Mooney with a windmilling engine (no power). The idling prop has less net drag because of the "thrust" component of the idling engine. Overall, the windmilling configuration has more drag.
    1 point
  35. I don't know if you already tried this, but the manual says to calibrate the AOA, use the 'dual graph' mode of the AOA/G meter. Go to that screen and then use the view button to switch to the dual graph screen. Once in flight press both bottom buttons to clear the values. Then: "To utilize the dual graph mode as an aid for determining the desired calibration points, the peaks can be cleared while slowing and approaching the pre-stall condition. Slowly approaching the stall point will record the peak positive AoA. Slowly returning the aircraft to normal cruise mode will then record the peak lower AoA." Once you have those values on the graph you can go into the setup screen and set those values for the upper and lower limits. Once you've done that I'd go test them out and see if you are happy with them. If not, try adjusting them a degree at a time in the desired direction until you are happy.
    1 point
  36. Almost looks like someone hit it with a peen- the discoloring could be a “chicken or egg” discussion- maybe the heat caused the discoloring and the indentation? Maybe the indentation caused the localized heat, discoloration? Just guessed on my part- I’m no expert in this arena
    1 point
  37. A windmilling prop with an idling engine creates drag. It takes a small amount of throttle -- usually around 12" MAP -- to get zero thrust. This setting is what we use in multi-engine training to simulate a feathered prop at low altitudes (where we might want to bring the engine back on line quickly so that a simulated emergency doesn't become a real one).
    1 point
  38. Indeed- I studied from the best!!!
    1 point
  39. A few points to keep in mind: Best glide occurs at the angle of attack (AOA) for L/Dmax which occurs at the point where total drag is a minimum and induced and parasite drag each account for half the total drag. It is not dependent on weight. The speed for best glide does depend on weight, of course. Perhaps the easiest way think about this is to remember that in unaccelerated flight, Lift = Weight and Lift is proportional to TAS2 and AOA. If you keep AOA constant for best glide, then the best glide airspeed varies as the square root of the weight. At higher altitudes, the required TAS increases due to the decrease in air density, however this is compensated by using the same indicated airspeed as at sea level. The descent angel will be constant at best glide, but the vertical speed will vary as the TAS. A stopped prop will always produce the best glide performance regardless of the number of blades. If you keep the prop turning, the best thing is to pull it back to minimum rpm as others have mentioned. A windmilling three bladed prop will theoretically have more drag than a two bladed prop and should reduce the best glide speed a little. If the STC doesn't mention it, the effect was likely pretty small. Vy is the speed where there is maximum excess power available above the power required. Vx is the speed where there is a maximum of excess thrust available above the thrust required (drag). In many high performance aircraft it occurs very near the stall speed in which case a higher (safer) speed will be listed in the POH. Since Vx and Vy depend on the characteristics of the propulsion system as well as aerodynamics, they are not strictly determined by AOA. Skip
    1 point
  40. I've been told by local controllers in this area that space violations are automatically flagged, so it's not even necessary for a human to notice it. Even without ADS-B, your transponder ID is unique to your aircraft, so with or without it they can find who it was. Processing these things apparently takes time so it can be quite a while before you're contacted *if* they decide to bother with it. Apparently there's enough much crazier stuff going on that a lot of inadvertent incursions don't get attention. Let us know what happens or doesn't happen. The ASRS is a must-do for stuff like this. That's what it's for.
    1 point
  41. Not all class D towers have a radar feed. In fact many do not. It’s likely that the tower controller had no idea you were ever in is his airspace and approach/center controller that could see you on radar didn’t know you weren’t talking to the tower. My guess is that nothing will come of it. You may or may not have increased the chances of getting a phone call by posting about it on a public forum. Completing the NASA form was a good idea.
    1 point
  42. I have on several occasions hired developers via Upwork.com. Pretty robust rating qualification, and payment system. Been using it since it was called eLance.com
    1 point
  43. Leather wrapping yokes really isn’t that hard. I did the yokes in a Cherokee a couple of years ago. [/img]https://uploads.tapatalk-cdn.com/ Sent from my iPhone using Tapatalk
    1 point
  44. If I owned the Rocket and it was doing this, and especially since others are experiencing the same, I'd call Darwin Conrad up at Rocket Engineering in Spokane. Even though they don't do Rocket conversions anymore he still knows the airplanes intimately.
    1 point
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