Jump to content

Leaderboard

Popular Content

Showing content with the highest reputation on 03/03/2019 in Posts

  1. What are these sectionals and charts you speak of? Are they new apps? Tom
    9 points
  2. If you can get a repeatable rise when turning the heat on vs off you can be confident of an exhaust leak someplace. I have had many reports of similar small rises (less than 10ppm) that proved to catch issues early. That has been the great part of these high resolution monitors. They have found many problems well before they were dangerous. 5-10ppm is not dangerous from a CO poisoning perspective but it may be an early sign of exhaust trouble. Like I said, if it is repeatable I would take a close look at the exhaust/heating system at your earliest convenience. cheers, Dan
    5 points
  3. My nose wheel cover was shot as well. (It was the only original Royalite part I needed to copy as the rest of my interior was retrofittted from an Ovation). I started with the broken part, used wood, clay, tape and whatever I needed to create the shape I needed. Then started hand laying-up fiberglass over the old part. You lay-up 3 or four layers, then sand as need, then repeat many, many tines until you have a workable part. For the original new part I just used hardware store fiberglass resin. Then, when I had a good finished part, I used that as a mold to make a flame retardant part from flame retardant resin. A picture is attached. All it takes is time, patience, fiberglass and sand paper. (I substituted a J model Trim and flap indicator for the original with a DER approval). John Breda
    4 points
  4. Yes and no... (best fighter pilot line ever: it depends!) As both a Naval Aviator in the F-18 (I flew the A, B, C, D as well as the E/F) and then an IP in the F-15C and now the F-35A.... I would never give up the ability to know my Angle of Attack. But there are differences in the way the instruments are used between a F-15C (which is a mechanical flight control system) and the F-18/F-35... which are both digital, fly by wire flight control systems. in the F-15C- the AoA gauge is calibrated into “units” which are basically a linear scale based on a flight control input and a stabilized output AoA... which means that 1-2 units might mean only a .5 degree true AoA at high air speeds, but could be more than a degree True AoA at low air speeds. As a result- each “unit” wasn’t the same in terms of actual output of performance. “Feel” though- based on buffet cues, allowed for a decent method to find the lift limit of the aircraft without referencing a set AoA... which based on the probes- varied in accuracy at the upper ends of the envelope, and didn’t necessarily give a linear response past the lift limit. Don’t get me wrong though- I still referenced AoA all the time- it just wasn’t quite to the same level as the digital fly by wire jets. So that’s why I say that he was kind of right. Because with his aircraft, he didn’t have an AoA gauge that would have been able to help him in a dogfight (but certainly if the technology was better- it would/could have)! In a digital fly by wire jet- the flight control computers allow for precise control of a commanded true AoA. So you literally set an AoA... and by knowing the EM diagram (edit: EM stands for Energy-Maneuverability- it’s a chart that shows energy bleed rates versus a commanded AoA based on thrust, weight and altitude... something we study) of the aircraft- the pilot knows exactly how well his/her aircraft is performing. It is critical. for reference- all four of those aircraft display the angle of attack in the HUD (or virtual hud in the F-35) and also in the JHMCS (joint helmet mounted cueing system). and in all four of those aircraft, you also use AoA for all landings (as opposed to airspeeds), which once mastered, allows for the shortest rollouts and best touchdown Landing zone control. Oh- and he was definitely being a curmudgeon!
    4 points
  5. Come on, you totally forgot the King AeroCruze 230.... er, never mind, sorry.
    3 points
  6. I use an EFB, so I am no help when it comes to charts. However, I laminated my checklists and they live tucked in the plastic trim just above the window. I circled it in the picture below. It keeps it in easy reach.
    3 points
  7. I had to fly with a bunch of brand B, but they were ok guys. fortunately for me, my safety pilot knew Mooney formation stuff pretty well. I was lucky enough to have Chuck Crinnian ride right seat. I got signed off for solo, and we flew a simulated mass flight from DVT to GYR. 12 ships, flight there was 2 ship with a trailing 3rd and the flight back was 3 ship. We landed in formation at GYR and then one after the other at DVT. What a great experience! My arms are tired, I think I about wore out my rudder pedals, but it was so much fun! I’m lucky enough that my wife loves to fly and she came along for the flight this morning. Here’s some pictures and videos. C7063441-24DE-4F9A-8E2F-24D1E142D3D3.MOV
    2 points
  8. Here is a link to the install manual on my site. It should be very similar to this. https://img1.wsimg.com/blobby/go/67ffe437-954b-48ce-b81a-78c599cefe78/downloads/1cnsgjvr6_746127.pdf I also have all the install manuals posted here for the currently approved airframes: https://wolfaviationsales.com/trutrak-autopilots#97de52d9-c555-4987-bafd-881053549dc9
    2 points
  9. Wow - well I think you may essentially be optimizing some functional related to performance in your head - doing local adjustments to benefit a global optimum performance objective. Doing this analytically is done by calculus of variations and it is a foundation of optimal control (and also underlies mechanics). So then it yields an "Euler-Lagrange" equation which is a differential equation whose solution is that optimal path. ...I think (I'm guessing) you may well be using a local observation (lift reserve) to optimize path - whether you need to think in those terms or not - but if a computer does this for you, then that is how I would approach the problem of designing the algorithm. Or maybe I have over interpreted this whole thing in a way that is interesting to me.
    2 points
  10. If you place freshly greased bearings into the wheel, then fill the space between the bearing and the felt seal assembly with grease, you will never have water intrusion. On the other hand, we have many Cirrus with molded seals operating in dirty environments like the Bahamas, and the molded seals wear faster due to the sand getting on them. The seals are harder, so the sand cuts into the aluminum hub spacers. Properly greased felt assemblies outlast the "new improved" parts in this application.
    2 points
  11. Guys, I can't argue with X-plane and I've heard it's good. I was too invested in MSFS to change. Since I started flying in '97 (MS95?) I've tried to get a copy of any new plane I've flown, customise as much as I could, and check the basics. Certainly helps with rough numbers and panel layouts etc. Because I was tied to the MSFS world I jumped over to Prepare3D from Lockheed. It is very good and getting better, and I got to keep all my work. For anyone flying Garmin GNS or GTS I can't recommend RealityXP : http://www.reality-xp.com/ too highly - they have an Xplane version as well. Since we bought OVH I've put a bit of extra work to get the sim model as close as I can. This model is a stock P3D Acclaim modified with Mindstar G1000 and RealNAv data, custom performance data and custom textures. As real as it gets ? When the weather is really ordinary I just put in some IFR time at home. Practicing button pushing on the ground in the sim is a lot cheaper than burning gas. The instruments and add on GPS simulators are very good now. My full setup is probably less than 2 AMUs. The real trick is not to geek out too much and make sure you fly rather than fiddling with your set up - a challenge I occasionally fail!
    2 points
  12. And now ebay. https://www.ebay.com/itm/MOONEY-CHAPARRAL-M20E-1969-1600TTAF/173818740240?hash=item2878677e10:g:w0sAAOSw8xxcepgm
    2 points
  13. It is my understanding that the plane is test flown with the stall strips taped on the wing. Then dependent on its stall characteristics, they move the stall strips around until it stalls straight ahead. The stall strips are then fixed in the proper place. Since that involves screw holes, I have a hard time believing a paint shop could or would install them in a different place.
    2 points
  14. Paying close attention to a very sensitive monitor that reads down to 1ppm and was designed for industrial but not aviation use has its own liabilities. The very low readouts were not meant to have useful positive predictive value of a muffler leak or other threatening problem in the context they are being used. What percent of us fly around with levels in the 5-10ppm range without any imminent issue that requires action (and without a monitor that reads down to 1ppm to tell us about it)? I don't know, but I did note that none the none of the purpose-built certified monitors from Guardian Avionics will even display a reading below 10ppm, which led me to select a less sensitive monitor. Could the intermittent 5-10ppm reading in cruise with heat on be the earliest indication of a deteriorating muffler? Certainly, but I suspect a high false positive rate for predicting that, and inspecting the muffler meticulously now may not be worth the hassle and risk of new maintenance-induced issues. I would take a quick look at the exhaust, heating ducts, and firewall now but probably wait until annual to pull the muffler shroud, unless the monitor develops progressively higher readings over time.
    2 points
  15. I will refrain from taking this as an insult although it seemed to be positioned that way. I still have the funds set aside for the Trutrak and am anxious for it to be installed. I am much better with my money than you imply. It’s quite interesting you can make an assessment of someone’s budgeting habits without knowing them, but I realize that some people imagine themselves possessing skills that they do not really have. You also must not be aware that it appears we may never have Trutrak in a Mooney at any price. Now it appears that there will never be a time when it can be legally installed. I need an autopilot and was planning on Trutrak availability.
    1 point
  16. Nope! There are zero approved M20s. That link states that...GFC 500 Certification Programs Planned to Begin in the Next 12-months: Mooney M20 Models: M20, A, B, C, D, E, F,
    1 point
  17. Congratulation on your sign off. Yep, Chuck "Cowboy" Crinnian may know a thing or two about flying the Mooney in formation. I look forward to meeting you in MSN and OSH in July.
    1 point
  18. HUH? Just pull hard till she shakes and back off a degree :-) I had a neighbor years ago that had a PhD in math and wrote a definitive book on control theory I got to page 4 before I was lost. Still have the book!
    1 point
  19. @rbridges I think somebody maybe asking you a question... ^^^^ Best regards, -a-
    1 point
  20. EGT spread is not important. The peak spread is what should be of concern.
    1 point
  21. The IO550(g) is capable of a 0.1gph Gami spread... any tighter than that, I would need a more accurate FF gauge to know it... A 1 gph Gami spread is really wide, probably indicating some blockage in a FI or something unusual... Keep in mind my numbers are based on the personal experience of only one IO550g that was running incredibly well... Pp thoughts only, not a mechanic... Best regards, -a-
    1 point
  22. Ain't no way I'd go back to folding paper charts in an airplane. I have a large tablet on a knee pad and a smaller one on the yoke. Using both together provides both redundancy and a lot of flexibility, e.g., the approach plates go on the yoke while the map is still up on the knee. I find this far, far easier than charts, and I can zoom an EFB to read lettering that I would fumble with on a paper chart. Plus my paper charts didn't work to tap on the airport to get more info or tap on a region to get winds aloft or wx or whatever. I've tried it before and it didn't work. Maybe the batteries were dead but I couldn't figure out how to change them.
    1 point
  23. I would think that an automobile seat storage setup that hangs on the back of the passenger seat would work well, but I haven’t tried it. I’m putting my interior together now and stupidly chose not to pay to have pockets sewn into the panels...so I’m searching for a good solution also. Something like this? Car seat organizers you have to sew straps on if you don’t have a headrest. As far as charts go, I never fly without a paper chart, even when I’ve got iPad , phone and moving map (which I don’t have in the Mooney).
    1 point
  24. Many on this site extol the virtues of NOT 'doing the math'
    1 point
  25. @BrianC I use an 8 for cloudy day conditions, a 16 for mixed conditions or morning, late afternoon sunlight, and a 32 for bright mid day sun. An 8 can be used in all those conditions, just not as ideal for bright sun. But if only buying one, get an 8. Cheaper solutions also exist... https://www.amazon.com/gp/product/B07F193DFQ/ref=oh_aui_search_asin_title?ie=UTF8&psc=1
    1 point
  26. Kinda defeats the purpose doesn’t it?
    1 point
  27. Just curious why you want all of that? brian
    1 point
  28. On the GoPro test video, I moved the camera up a bit to show more of an outside view. About halfway into the video. Sent from my iPad using Tapatalk Pro
    1 point
  29. Stall strip location is indeed located per test flights at factory. This is discussed by Bill Wheat while filming Boots On The Ground. Also another very interesting topic recorded in the movie, is Bill’s description of how the inner wing wedge to fuselage came to be !! Educational and funny! Both entertaining and educational in the movie, is Bill’s story regarding the what’s and why’s of the famous Mooney empennage! It’s not really on backwards Thank you Mr Terrible!!
    1 point
  30. Here it is. I'm not sure how well the picture translates but it's bright.
    1 point
  31. I have a statement and a question. I have no experience in dogfights simulated or otherwise. I have however heard interviews with WWII pilots where they recount inadvertent accelerated stalls in the heat of battle. I would think that a display that shows max turn AOA might be useful on a HUD. Especially if it was color coded or better yet an audible tone. Bank and yank to max performance. Given the comments were made in the context of military ops, do you think most Naval Aviatiors would be happy to give up their AOAs for carrier ops? Also, saying that a pilot should be able to “fly and feel the wing” is not the same thing as as saying that an AOA is a stupid instrument. So I don’t think he was right at all, I think he was just being the crusty old curmudgeon that he’s known to be.
    1 point
  32. I had one CHT probe go bad and read very high. So apparently they can fail different ways. I have always had problems understanding the necessity of putting the star washer between the terminals. It is hard for me to believe that one can't get a good connection between two terminals without it. I suppose the star washers could "dig into" the terminals, and insure a better electrical connection. It is just strange that there are millions of electrical connections between two terminals with the lock-washer on the outside, that seem to work OK. (But I am still careful to put the star washer between, as specified.)
    1 point
  33. The problem is not that you have 5-10 ppm of CO. That is harmless. The problem is that you have an exhaust leak into your heater system. How long will that small hole stay small? What are you willing to gamble on that?
    1 point
  34. Most of the work and hours a new IA will do to your plane if they have not seen it is the AD Research work. This is a good 8-20 hours of work it's not really creating value for you, but they have to do it prior to putting their name on the line. A good IA that knows the problem areas to inspect is just as good as an MSC. I think it is better approach to created focus areas to inspect each year and go through each system thoroughly instead of trying to take the whole plane apart and put it back together.
    1 point
  35. Great question... The answer to some simple questions can be incredibly complex, and vary depending on the area of the world you are in... The more you can observe other Mooney pilots... the more you can pick up some of the quirky things that have been proven to work... Or learn things like... Don’t leave the tow bar in the nose wheel... leave the ignition key on the glare shield... always walk around the plane observing, one more time before getting in the plane... Flows and Checklists are used by the most experienced Mooney pilots... GUMPS, GUMPS, GUMPS.... These are some of things that ordinary people have a tendency to do... until they realize the brain ordinarily makes errors and these particular errors can be really costly... PP thoughts, keep asking questions... Best regards, -a-
    1 point
  36. Bombard Trek Lawler with emails, until he visits MS more often.... @TrekLawler Trek is the usual Garmin contact that has social media as part of his responsibility... Best regards, -a-
    1 point
  37. Great news indeed. I'm happy for all the short body owners. Hopefully it doesnt actually take 12 months to start the program. Rally the troops. Flood them with emails!
    1 point
  38. This is not what you want to hear but my answer: Get to work on your IR now and then do your panel after you've done the rating and have some time under the belt.
    1 point
  39. If money is no object- a MSC is not a bad idea. if you’ve got an A&P IA that you trust implicitly, that knows your plane inside and out- then their is little reason to stray IMO. Some say their is benefit in a fresh set of eyes. That would be the primary benefit of having a MSC take a look- but it will most likely cost you. I used LASAR a few times under the previous ownership. Ok service, knowledgeable A&P’s, inconvenient to get to, very expensive rates (compared to my other shop experiences). i used the MSC at Chandler this year, and the rates there were in line with LASAR’s rates, and had a very similar experience for annual. Knowledgeable, good work, but expensive.
    1 point
  40. Work in progress. 1994 M20J purchased 6/18. Original paint, original interior, 1125 TT. Engine replaced with factory rebuilt IO-360-A3B6 10/18. Next month, KR-87 and KT-76A will be removed and a GTX 345 installed. Next winter I will work on interior which isn't that bad but looks dated. Paint is a 7/10 and will eventually be redone in a more contemporary scheme.
    1 point
  41. Well thank you Alex! Its sort of a chameleon color, that looks very different in various light conditions. Sometimes deep blue, sometimes lighter blue or purple, sometimes almost black. And there is a sparkle substance in the mid-clear coat, not the pearl that is in the paint, but micro-glass bead balls, that really bling in the direct sunshine, like a bass boat treatment. Anyway, thank you!
    1 point
  42. When and where did you experience this issue? I think the navy has been doing some GPS jamming on the eastern side and the Caribbean. Sent from my iPhone using Tapatalk
    1 point
  43. 1 point
  44. Obviously we don't know the details of your conversation with the seller, and he was already a dick to @M20Doc which said something about him. But I'd also be less than enthused about anyone questioning my valuation of any Mooney I was selling. I'd be happy for someone to call me and make an offer, no matter how low it was. And if you want to qualify the offer add something like, "I'm having to finance the plane and my lender will only lend based on VREF so this is all I can offer." Or make up any reason you like. But don't tell me that I've mis-valued my airplane... even if I have. If he sold it for something north of $70K, obviously it was worth that to someone... and as a seller, you only need that one person.
    1 point
  45. I just added Part 2: Eastbound to the original post
    1 point
  46. It sounds like the transponder is not getting position from the GPS. We see that message on our 330ES any time the GPS temporarily loses position or you turn the GPS off.
    1 point
  47. First it is no longer necessary to do the flight test for the FAA that was only for the rebate installations. NO ADSB or no ES messages are indicating that there is not a valid GPS position source available to the transponder. Either the configurations are wrong or the wiring is not correct. Did it ever work?
    1 point
  48. Try giving Garmin support a call. I hear they are pretty helpful. Once you get ADS-B working, you'll love it.
    1 point
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.