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Showing content with the highest reputation on 09/23/2019 in all areas

  1. I know it is not directly Mooney related but he did ask when he could start transitioning into my airplane about 5 minutes after. Almost 19 years after his first flight instruction. I think I was more nervous than he was.
    8 points
  2. Quick flight KLMO- KCNY for a little mountain biking in Moab this morning. Photos: Rockies (leaves starting to change), Moab, Dino Flow trail, fellow aviator, Turbulence PIREPS below 16,000 so I changed from flight following to IFR (already had a filed IFR flight plan just in case) at FL 190- smooth, Longs Peak.
    6 points
  3. You can always tell a New Yorker, but you can’t tell him much! Or something like that.
    4 points
  4. Pretty sure it is in my 75 F Operators manual. It was one of the lines that stuck with me and I adhere to it. I believe you have the lower flap speed and gear speed. I watched to the end of the video and wholeheartedly agree with what he is teaching. With the mooney wing and the more power when the fan quits you have to shove the yoke forward. If you have never done it go up and put it in takeoff configuration and do a couple. I think this is also a reason to get the gear up soon as the plane is flying. I saw one video of waiting till all usable runway to pull the gear up. Just means you are slower and closer to the ground.
    3 points
  5. Came back from Bromont yesterday (great two-and-a-bit hours of flying. One to go. 1/2 to show Serge and one to come home) and this morning I saw this. We have had lots of discussions on this forum about AoA indicators and I do intend to get one. But this video describes how the airlines do it. Not an instructor, but I like the idea of creating a safety margin (albeit artificially). So your mileage may vary. I have modified the Vspeed page in my checklist to add this speed. Turns out for my E model it is 94 MIAS or 81 KIAS (somewhat higher than Vs). So my intent is to stay above that speed unless one of the two following conditions is met: On approach through the FAF, or Manoeuvering to practice stalls. One GA fatality every four days? Enjoy the video.
    2 points
  6. Yes, he’s very safety oriented for a 9 year old. Either that, or he likes to catch dad messing up. He wants me to put a sticker of a guy missing a head on the cowling to remind people not to get in front of the prop. I guess I should stop telling him stories from work...
    2 points
  7. 2 points
  8. Me too, always because of security reasons, the credit card company wanting to know that it is me making the purchases. That is something that I welcome. I typically get hit with a text when that occurs, and can clear it right up. I have two millennial sons, one of which is a pilot. I like giving them a hard time whenever possible!
    2 points
  9. I have enough information to go forward on the planes, altitude, equipment, ratings and so on to last me till I decide. Just want to thank everyone for what they wrote. My first topic of Ovation vs Ovation 3 has gotten over 50 responses. Enough Dan
    2 points
  10. Skip, it surely doesn't have to be much added workload and its surely a big improvement. The extra workload is to tune in the Freq and identity it which should be done before you get to the final approach segment, which you would be doing already flying a VOR approach. Then it's easiest to monitor the VOR using a bearing pointer on a glass HSI - that makes it downright trivial! Without the glass, you'll need to twist in the Final approach course radial on a second CDI and upon passing final you can keep kit in your scan while navigating off the GPS taking you to the MAWP. But by monitoring you'll know if you lose the raw data. But by setting it up before you get to the FAF you won't have any extra twisting to do as you pass the FAF (remember you'll be navigating to the FAF with GPS, no need to use the VOR for that unless you really do want to increase your workload). Only thing we can't do is navigate past the FAF off the GPS if the VOR (or NDB) goes down.
    2 points
  11. I guess my view of a 3 blade MT or any 3 blade of a 4 cylinder is kinda dim. Don’t have any real world experience with that combination though.
    2 points
  12. I am absolutely thrilled with J.D. at SWTA in Smithville. Highly recommend him to anyone looking for a maintenance shop the you can fully trust to have your best interest in mind. I'm parked at New Braunfels with my K waiting to get in to a hanger. Sent from my SM-G930V using Tapatalk
    2 points
  13. I can promise you I'm the most unusual millennial you'll ever meet. I've even got a work ethic. Sent from my Pixel 3 using Tapatalk
    2 points
  14. As a world traveler I will put in a shameless plug for the Delta Skymiles AMEX card. Besides miles and your first bag free, you cannot beat AMEX's use of "big data" to track you and keep you out of "fraud purgatory. I have had AMEX call me and say someone was using my card but they saw (somehow) I was flying N5ZU and to go ahead and use my compromised card until I got home and they would track me and shut off everything else outside of my travels. A while back in the middle of vacation I got a call from AMEX while in LAX. They said they stopped some funny business in New Jersey with my card. I told them I was about to jump off for Australia the next day what can be done. The agent said, "Oh yes I see you are staying at the Marriott Circular Quay in Sydney, is that correct? I said, "Yes" and he said, "No problem, we will have a card delivered to you there". I arrived bleary eyed at the Marriott and the desk said, "Oh yes AMEX called and said check you in under your old card and they would be here shortly with your new, they asked to be notified of your arrival is that OK?". I barely had set the bags down in my room when there was a knock on the door. It was Jason from AMEX.....with my new cards. You just cannot beat that kind of service. Now VISA. I rarely use it, but sometimes they only take VISA or MC. So before I leave for London I tell VISA I will be in London. I go to use it and blam! Declined. I call VISA. They said, "Well you are well outside of your normal range. I said, "Really? What bank issued my Visa card." Agent says, "Delta Air Lines Employees Credit Union". I said, "Do you suppose Delta employees do a lot of international travel?" VISA, "Well I would not know" You cannot believe the fraud idiocy at VISA. Point is this, when I flew corporate, when I traveled as an airline crew member, now that I am retired you cannot beat AMEX. If you don't have it, get it because if you travel they are the only card outfit that has your back. They have never let me down.
    2 points
  15. I just had to send my Garmin gns 480 in and I got lucky because I had only a few days left and after that the Garmin 480 is no longer serviceable by Garmin. The flat rate was $1100.00 and has to be sent off from a Garmin dealer. I had mine back in five days. good luck, Ed
    2 points
  16. Like others, I have several credit cards with plenty of limit to choose from. The other thing my wife and I do is carry a dis-similar collections of cards. We have the main card we both carry, and other cards the other does not carry. That way if a wallet is lost and cards must be cancelled we have non-compromised cards with us. I also carry a pack of checks (remember those?) in my flight bag. Larry
    2 points
  17. There is a special bond that forms between fathers, sons and airplanes.
    2 points
  18. I dont understand why you would get TKS if you only plan to fly in VFR. If you wouldnt fly in bad weather, the TKS will never get used. You can onky get icing with moisture, that you wouldnt ever fly in.
    2 points
  19. Looks like I'm going to partner with my son to manufacture these things. The new design is a more robust slide-over cap that clamps an unmodified key. There will be an option that incorporates a key ring as well. Stay tuned!
    2 points
  20. Thats not a dent Robert, this is a dent...
    1 point
  21. I look forward to getting my plane back and coming over Saturday - heading to KERV now - fingers crossed Sent from my iPhone using Tapatalk
    1 point
  22. Parker will be hosting a round table on Airport day, Friday to answer all of your insurance questions, clarify all the OWT about limits, liability, best courses of action, etc. Most of us truely are underinsured in today's society and our potential asset losses, but it is a risk tolerance thing and Parker will be happy to advise and educate, just as will all of our subject matter experts. Today was the crisis day, getting a forklift with enough specs to unload the PROTE so the FAA's CAMI can get it set up in time for all of us. We spent a bunch of $$ getting this done, so please come and take advantage of our gift to you, the Mooney community! Thanks Dr. Ron for getting this handled today!
    1 point
  23. My son scolded me last week for getting close to a propeller “without knowing where the key is.” Seems like a bright red one would be easy to spot on the dash. Great idea!
    1 point
  24. Looking forward to seeing you and everyone else in a few days.
    1 point
  25. Bob, I was just rereading your remark about old planes. I've been flying old planes my entire life. Yes the newer planes have modern technology in them but in either case they do the same thing as the old ones do. They fly us from point a to point b. I will never knock an old plane. My most favorite old plane I've ever been up in was a P51D and I flew with Bill Lear in 1969 in his own Lear 23B with CJ610 Turbo jets
    1 point
  26. I have to try this. My ignition switch is in the same spot and my hand gets jammed against the sidewall and hard to turn and push. I love that it is very obvious the key is in and what it is pointing at. I assume you just used two part epoxy to held the key in the knob after you hollowed out the interior of the knob? What's next, someone find a way to make it glow or have an LED built in? LOL This also works great with a little sign a WWII pilot gave me, "if it's red or dusty, don't touch it".
    1 point
  27. I haven't had AMEX rejected at the pump yet.
    1 point
  28. Gotcha. I sent Joe an email this weekend. I'll probably wait until tomorrow to start calling. I want to give everyone a chance to catch up. Thanks for the advice.
    1 point
  29. And the Mooney Summit is having this delivered to KECP as I type. If you think you can deal with hypoxia, here is how you can KNOW vs guess. I highly recommend this training for anyone who flys above 6000'. It has taken me 5 years to get CAMI to provide this training for us. Did I mention "Free"? Sign up for an open slot... https://www.signupgenius.com/go/805084aa9af2da7f94-faaportable
    1 point
  30. Give them each a good look... It is a real comforting feeling when you find something wrong, before replacing it... It really helps if you find a seal is crumbling and no longer working when you try to remove it... Or part of a seal is missing... That kind of thing... Best regards, -a-
    1 point
  31. Not being difficult at all I love these discussions. I think it's just a matter of velocity. I would bet, if there was an accelerometer in the plane, when the engine quit, everything else being equal, there would be a very momentary pitch-up, however slight, before the stronger forces overcame it. I don't have the numbers, but the thrust line is probably around 3 degrees downward. Maybe a fun study for the engineering types (not me) to figure out the force vectors surrounding the airplane in slow flight and cruise. I'm sure it can be quantified mathematically.... I was told there would be no math however In the end, It always amazes me how fast the airspeed bleeds and how strong the natural tendency is to pull-up when close to the ground. Add a distraction and it can go south very quickly. By aggressively unloading the wing, the stall risk is automatically brought to nearly zero and gives you precious seconds to evaluate and respond to the situation. The nose can always be raised if all is looking good.
    1 point
  32. I think Epps will step up. Let Joe have a look at it and see what he thinks. That’s what I would do.
    1 point
  33. Neither, thankfully. But there are apparently a few pitfalls out there.
    1 point
  34. I assume they have your cell phone, I’ve gotten texts (or maybe emails, I forget now) from discover asking if a recent charge is valid, but they already let it go through. I would talk to them, see if they have better options than just invalidating charges. Tom
    1 point
  35. Thanks Bob no dumpster diving, concentrating on getting to Summit. Can’t get a visit for a root canal until Monday after Summit, don’t know it it’s raining pouring or snowing. At least I’m back in the cockpit
    1 point
  36. With our next AMPA Pilot Safety Program in Perth next month, I am sure this tragic event will be part of the discussion (if not a key theme). For me, it raises lots of interesting questions around decision making.
    1 point
  37. Eagle1671's after-fire turned out to be a cracked engine mount. Problem diagnosed and fixed. Great outcome! But let's return to the subject of after-fire. Experienced Mooney owners already know about this, but since there are a fair number of new folks on the forum, let me describe a dangerous situation that is easily avoided. With my carbureted M20C there have only been a couple of times I've had issues with fuel burning somewhere other than inside the cylinders. One time was years ago when probably I didn't pull the mixture control completely during shutdown, and got a backfire on startup that blew out a muffler baffle. Expensive lesson but otherwise harmless. The other time was recently. After a long flight my son (who is also a pilot with about 100 hours in this aircraft) and I landed to refuel. After refueling we decided to park the aircraft. My son was at the controls and I stayed outside and went over to the tie-down spot to help guide him in. He cranked the engine but it didn't start at first. He cranked a couple more times and I walked over toward the aircraft and yelled "lean it out more." He opened the little pilot's window to hear me better and cranked some more -- at which time I saw flames coming out of the bottom of the engine! I yelled "lean it out, start it NOW!" He did and the engine then started; that extinguished the flames. It all happened so fast that I hadn't even had time to look for the fire extinguisher (which was close by). We shut down and inspected for damage - and fortunately nothing. Paint not singed, fabric and nylon fasteners unaffected, etc. The flames had lasted for maybe five or six seconds. We figured out what happened: He didn't realize you don't prime a hot engine. He just went through his checklist, and priming -- that is boost pump on, give the throttle a couple of squirts -- was part of the checklist. When the engine didn't start the first time, he kept boosting and squirting. We were fortunate that he finally leaned the engine, which then started immediately. Lesson learned: My fault for not giving him sufficient information. We revised our checklist.
    1 point
  38. I've had the issue a couple of times with my Capital One Card (2% cash back). Even after I've called them to straighten things out, I've had the card declined. Solution: carry another less used credit card (not usually used due to less cash rebate). That has never failed to work.
    1 point
  39. Sorry, I didn’t realize you took vitamins. I retract my previous statements and will refrain from further comment. https://www.webmd.com/vitamins-and-supplements/news/20190408/study-dietary-supplements-do-nothing-for-health
    1 point
  40. It's Mooney related, and congrats
    1 point
  41. I would think the paint needs to be stripped so a true measurement can be taken
    1 point
  42. I do and I think you are on the right track with your choice. You can fly an Ovation anyway you want. With or without O2, IFR or day/night just fine. Very versatile model with lots of speed and cabin room!
    1 point
  43. Well, it work s and actually looks pretty cool... Plenty of room to push start- one pic with it pushed all the way in for start.
    1 point
  44. If you want an Avionics shop, Crystal Avionics at New Braunfels is good. If you want a good Mooney shop, then you want SWTA at Smithville.
    1 point
  45. Again, dynamic balancing did not help much. But time did help (I know it is not like i got used to the vibrations) and I believe most engines on Mooneys have counterweights (certainly the IO-360-A3B6D does - that's what the 6 stands for) Overall, I am actually happy with the Top Prop and it will allow me to install an IO-390 at next engine overhaul
    1 point
  46. VFR vs IFR I flew slower planes for quite a few years before I owned my first Mooney. It was a lil C model 180 hp and I learned something. When you have a Mooney, any model of Mooney besides the mite, which i have zero experience with, any Mooney will open a door... a door of travelling opportunities which will necessitate an instrument rating. A Mooney will cover so much terra firma so quickly you will "want" to travel, you will be able to afford to travel but to do this you REALLY need the instrument rating. Owning a Mooney without an ifr rating is like owning a computer and having no internet connection. Can't emphasize how much an ifr rating will change you as a pilot and increase the usefulness of a Mooney.
    1 point
  47. A few things to keep in mind, from the laws of physics... 1) Slow flight is typical of traffic pattern activities... 90kias or so... 2) 90 is a typical approach speed for IR flight. 3) 90 is usually above Stall speed with low bank angles and flaps at the T/O position... 4) There is a power setting that will maintain 90 and altitude at the same time... 5) You won't be able to cruise to the practice area and set the power setting for slowing down, it will take forever and you will be beyond the practice area quickly. 6) If you want to slow down quickly... remove the power completely while maintaining altitude. A very dynamic situation... trim, trim, trim. Adding configuration changes is like adding brakes... gear down, prop in, flaps down, speed brakes, right rudder, and/or crossed controls... 7) As you get to 90, on target altitude, add back the power setting you have for 90. Finish trimming for 90. 8) expect the power setting for 90, and maintaining altitude, is the same power setting you use approaching the traffic pattern. 9) NA planes use a number near 16”. Throttle fully out is less than 12". MP for a TC'd plane is pretty similar in the traffic pattern. 10) This activity is very much a multi-tasking activity. The faster you can scan instruments and adsorb the details, the better off you will be. 11) Energy Management 102... you are staying at a defined altitude. Too much power you go faster... too little power you go slower 12) The slower you go... more AOA will be needed . 13) More AOA... comes with large helpings of induced drag.... 14) More drag... requires higher MP to maintain altitude... 15) Having The Stall horn sounding... requires an AOA increase that is typical of an ASI below 65(?). 16) High AOAs With Power On to maintain altitude generates a fair amount of (? Add word here) tendency to turn left. 17) defending against the left turn tendency, Use the right rudder to keep the nose point towards a target or keep the ball centered. 18) it always helps to be flying slowly before reaching the practice area. No need to get there quickly to have to add so many changes to get slowed down, and configured properly. 19) The CPL is a lot about demonstrating all the skills of the plane. Speeding up, slowing down, configuration changes, and multi-tasking along the way.... all while maintaining altitude or Vs or something.... 20) Are you familiar with what adding 1” of MP does for your nicely trimmed plane? Adding an inch of MP usually starts a climb of about 100 fpm (generally). If you are on speed and have an unwanted 100fpm climb going.... remove an inch of Mp. 21) Taking out an inch of MP... does the same thing in reverse. 100fpm descent... 22) If your magic reference MP is 16”, and you are flying the traffic pattern level at 90kias... Abeam the numbers, you pull the throttle back 4”... and Check the VSI... it settles around a 400fpm descent... 23) Slow flight and stalls go together. Be real familiar with Stall speed charts, and effects of bank angle, WnB, and crossed controls... 24) Don't forget all the usual training things like clearing turns and the like... safe altitudes are important for this. 25) That would be the top 24 ideas I would be ready to discuss on the way to flying slowly... Keep in mind, this is from the memory of a PP. Not a CFI or CPL. I'm open to discussion... Best regards, -a-
    1 point
  48. They did have to loosen my engine mounts and some other stuff to get the governor out on mine. Damn thing is packed in there and is the single worst item to have fail from a replacement/overhaul perspective IMHO.... Cheers, Brian
    1 point
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