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Showing content with the highest reputation on 11/09/2019 in all areas

  1. Wasn’t there an STC to use the pilot relief tube to evenly distribute warm urine across the leading edge of a wing to melt the ice? I know when my dog used to pee in the snow it seemed to melt pretty quickly so I can’t imagine why it wouldn’t work. Seems like you would just need a couple of bottles of Gatorade and you could get at least a few “shots” of deicing.
    7 points
  2. Well, FIKI = flight INTO known icing. Does not say that you will fly OUT....
    7 points
  3. I know this thread is just plain fun (clever, get it?) but to revert to my EE life for a moment—do the arithmetic to estimate how many watts of electric power you’d need to thaw ice off a hundred square feet of aluminum in a 200 mph airflow at -5C. Maybe buy a surplus APU from an Airbus 320. 90,000 watts electric output. Might do it. I’ll check eBay. When you don’t need it to deice the wings the APU can drive an electric motor attached to my M20C O-360 crankshaft for some extra thrust. Let’s see, 90,000 watts is around 120hp, a nice boost. With an extra 120 hp my old C would cruise about as fast as the average Mooneyspace C. Not as fast as an E, of course.
    6 points
  4. I should have had that coming back from Phoenix to MN non-stop this past Wed. It was -10c and I still can’t believe how much and how quickly accumulated. If it was -5f I wouldn’t have went into the clouds. So not to proud I got into the crap but I sure as hell did something about it like “RIGHT NOW”! I’m starting to think about selling my J for a TKS equipped turbo. Anyhow pretty cool that a J can cruise from PHX to RST (Rochester MN) non stop at FL190 and theoretically land with 2 hours of fuel left! Unfortunately the ice made me divert, as I was almost home. It ran across my mind this is how a accident happens, long flight so close to home.....get out of this crap. Sent from my iPhone using Tapatalk Pro
    6 points
  5. Flying along at FL210 Making killer time albeit in terrible vis. I moved my seat back and just moments afterwords began to feel aweful. Which for me personally is a sign of hypoxia (thank goodness I am not the euphoric type!). I immediatly check my flow gauge and see it at 0. I see the hose plugged in, Next glance is to bottle pressure... 1500.... next thing is the knob, twist it towards open, still nothing, twist the small brassknob wide open, nothing... about 10-15 seconds has gone by at this point... I have 1 last thing to check before popping the boards and heading down... I grab the Scott connector and move it and sure enough it was loose... I shove it in and flow is restored... a few deep breaths and I feel better. Decide to got to fl190 to increase margins a tad. Back to 90+ blood sat within a min of getting O2 flowing again. Problem is the female Scott connector is worn internally and it is possible to rotate the Male part without pushing it in first. My leg hit the tube and rotated it and it popped out enough to stop flow. I'll be replacing that receptical in the near future! Be careful out there, know your symptoms of hypoxia! Ps, in the descent from 210-190. I hit 298 knots ground speed.
    5 points
  6. My 252 spends a lot of time in the flight levels. But if I'm on the mask (above 18K) one of these bottles is sitting in my lap. I want it easy access and ready to go if I need it I also have my Altitude pre-select set for lower altitude and a 1000 ft/min down. I also use the O2D2 system which I bought in an effort to conserve O2 and go further between fills. But I now see it as a safety feature in that it gives me an audible notification of each breath as long as its full of O2. If the good stuff quits flowing, it will alarm AND I won't hear the next breath. All these little things have now become second nature and I'm confident that it increases the safety of flight in the flight levels in my unpressurized airplane.
    4 points
  7. So the wife went to our Florida home last Sunday with two of her girlfriends for almost 2 weeks. With maybe one day since then even hitting above freezing for the high, and lows in the low teens, she sends me a beach photo on Thursday rubbing in the great weather she’s seeing. After a smart remark from me about feeding her horses in the lowest temps of the day (daybreak) she says “well, if you knew someone with an airplane you could be down here in 3.5 hours”. Wrong tease ...... I snuck in on her yesterday around noon. I was able to wash and wax my plane OUTSIDE this morning. Just staying for a few days but what an awesome break to an early onset of winter in the U.P. Tom https://flightaware.com/live/flight/N994PT
    3 points
  8. Great facility! Think I’ll write a grant proposal to evaluate the relative efficacy of WD-40, ice-off, Rain-X and PUDS (pilot urine delivery systems) on ice formation on low-sweepback airfoils. Alan, please cut me a 3-4 foot chunk of wing section out of your next vivisection subject. Spar corrosion optional.
    3 points
  9. TUC is not universal across the population. I was very glad to have the opportunity to sit in the PROTE chamber at the Mooney Summit; It was, to say the least, and eye-opener. I am in my mid-50s and not fat. I am not a smoker. But I was ready to start playing with yarn within 2 to 3 minutes, whereas another pilot in the chamber was solving differential equations seven or eight minutes into the test. I’m glad @Austintatious Knew his symptoms and took decisive action. I strongly encourage anyone flying in the flight levels to seek out a PROTE or altitude chamber training session. Experiencing your symptoms and how quickly the onset of the stupids comes can save your life. +1 on the second source of O2. I have the mountain high pony bottles https://www.mhoxygen.com/product/co-pilot-deluxe-kit/ and check the bottle’s charge before every excursion into the flight levels. As others have mentioned, preselecting 12,000 and a 800-1000Fpm descent without commanding it on the autopilot means you’re one button push away from breathable air. -dan
    3 points
  10. TUC is one hard line... Loss of knowledge of the time passing happens faster... much more insidious... See how your heart rate jumps when you can’t figure out what broke... more O2 gets used at a higher HR... So while you are problem solving... and think only a minute or two has elapsed... it may be 10 minutes already... That is on top of your notification time... How much time was it between the O2 part disconnect and you receiving the low O2 sensation...? no answers required...PP pontification continues... it would be much better to have a portable O2 bottle... take a few hits... measure your O2 level.. then proceed with problem solving... Did you measure your O2 level, or only after your O2 was restored? You could be right with your logic... And... Now, you know there is a better way... and... Tom has given an example... We have lost Mooney pilots due to O2 problems... one with some pretty high end equipment... the other with some really good flying knowledge... You have great control/knowledge of your symptoms... But, It is a real gamble to rely on the 5 - 10 minutes of TUC... and hope descending to 10k’ works... Do you have a level off at 10k’ feature on your AP? That would be a great idea to have pre-set... so when you need it.. push the button and go... Again, the challenge of complex decision making, pushing buttons and error checking... goes out the window much faster than the TUC numbers... Put it in the category of drinking a couple of six packs... hard to tell how impaired you are because of the impairment... the difference... it is hard to adsorb that much alcohol in such a short period of time... Nobody is going to say you did anything wrong... just informing you that there are better ways... I’m probably as old as your father... can you tell? The FLs can be one lonely place when the O2 stops flowing... An informed consumer is MS’ best customer... -Men’s Warehouse (a place to buy nice suits...) So as a PP, and only fly a NA Mooney... have a real back-up portable O2 system... a second O2 monitor...and alarm system for the primary O2 system... All the info you can get... so you can fly in the FLs for a really long time... Did I mention... I only ran out of O2 once... Best regards, -a-
    3 points
  11. Buy a can or two of this, put in your flight bag : Tom
    3 points
  12. Thanks for all of the offers gents! Byron (@jetdriven) came through. It was nice to finally meet him as I’ve been reading his posts for a decade. His 201 looks as good in person as it does in pictures.
    3 points
  13. I would have thought that the thin layer electric leading edge solutions would have picked up popularity and lead to cheaper costs. Imagine getting a non-FIKI electric leading edge wrap that could save your bacon for less than a few grand. Incorporate the alternator solution that fits where a mag used to be, etc. Sent from my iPhone using Tapatalk
    3 points
  14. From the BOOST website: Pocket Size Boost Oxygen canisters contain over 2 liters of Aviator’s Breathing Oxygen. This equates to approximately 40 seconds of continuous oxygen flow. People report enjoying anywhere between 15-40 inhalations of varying length. Medium Boost Oxygen canisters contain 5 liters of Aviator’s Breathing Oxygen, which is up to 100 one-second inhalations. Large Boost Oxygen canisters contain 10 liters of Aviator’s Breathing Oxygen, which equates to over 200 seconds of continuous oxygen flow, or over 200 one-second inhalations. From www.aqua-calc.com, a liter of oxygen weighs 0.05 ounces. Skip
    2 points
  15. According to their website, Surely is certified. AOPA and Aviation Consumer describes them positively. No advance yet, but when it is it is easy to add just plumb into the MP line. Or you could go with the Electro Air system which has advance. When the SureFly comes out with advance, I plan on putting one on my Ovation.
    2 points
  16. We've had our GFC500 for 5 days now and I've already flown with it a few times. Here are some things we've learned: 1. I was apparently wrong (what?!) about VNAV. I thought TOD would calculate differently depending on whether I had NAV or APR selected. I thought it would calculate to the FAF if NAV was selected and one fix before that if APR was selected. Apparently that is not true. We tried an approach that had a long level leg (RNAV 34 at KFHR). We saw no difference in TOD location between having NAV or APR selected. In both case it calculated TOD based on a BOD at the fix prior to the FAF. 2. I was able to successfully trick the system yesterday. I was flying the RNAV 4L at KSFF. There is only a 200' descent in 7.6 miles between the FAF and the fix prior to that. I didn't want to drive almost level for 7.6 miles so I created an along track waypoint 3 miles prior to the FAF and set a hard altitude equal to the FAF altitude. VNAV planned my descent to cross that point just as I leveled off. That let me keep my speed up (as requested by ATC) until I needed to slow down to configure. 3. Apparently, if the FD is in PIT (pitch) mode, you cannot engage the autopilot. I was just about to takeoff from KOLM and rather than push the TOGA button I pushed the FD button to turn on the flight director and pushed NAV for GPS navigation along my route. That gave me annunciations of GPS FD PIT. Above 800' AGL I tried to engage the AP but it would not come on. I pressed the IAS button to change PIT to IAS and was then able to engage the AP. I don't know if the same is true about ROL mode. 4. The GTN 650 will not allow me to change an altitude constraint for the FAF. 5. Prior to the GFC install, on the GTN, if I was tracking a course the airplane symbol and trend vector would both be aligned with the magenta line. Now with the GFC installed, the trend vector still lines up with the magenta line but the aircraft symbol shows the crab it is in to correct for crosswind. 6. It only took me about one long flight to get used to the button pushing (knowing what to push/twist/roll). Almost like being back on the 757 only different. 7. Depending on how you work the altitude bug, you can make a non-precision approach pretty busy or pretty easy. 8. I'm already loving it!
    2 points
  17. Do you ever sleep?! If we’re actually going high, I actually carry a portable bottle (D size maybe?) in addition to the built-in tank with a cannula already attached and the valve shut off. Figure I could get that on really quickly. Those cans were $5 at Big 5 so I figured I would get a few and try them out sometime, I just haven’t had the opportunity to do it. Even removed most of the shrink wrap so I wouldn’t have to fumble with it. Anyone who flies with me knows the rule - if you go to sleep in my plane, you’re going to wake up with a pulse-ox on your finger!
    2 points
  18. Mine lights up when the HSI is taking directions from the GPS signal from the GNS530W. The light goes out when I switch to LOC. Lee
    2 points
  19. Gonna go ahead an get the King Size Popcorn warming up. The S*** is about to get deep.
    2 points
  20. Sorry Everyone, I have been re-miss in my postings lately. We figured this one out. Turns out that two wires were incorrect in the set up, so the Aspen was thinking that altitude was attitude and vice versa. Mechanics talked to Aspen, traced it within the hour. AP and Aspen are working nicely now.
    2 points
  21. By far, the best product I've used is Turtle Was Bug and Tar Remover. Only $5 a bottle and can be found at any car parts store near you.
    2 points
  22. I know it’s a little overdue but I took my daughter Ashley to get some pie at 0S9, last Sunday afternoon. The Spruce Goose Cafe is famous for their pie. Had a terrific flight up from 1W1 with good vis and little turbulence. We got up there 3 minutes after they closed (neglected to check their hours. [emoji19]). So we flew back and got Shari’s pie instead. [emoji16] Sent from my iPhone using Tapatalk
    2 points
  23. A couple nights ago.... Nice to be flying at night again. VG's? We don't need no stinkin' VG's. -dan
    2 points
  24. You do realize you are talking to a bunch of CB's... The price of a piece of tape vs AOA?
    2 points
  25. In my airplane there are factory brackets that allow servos to be installed with short, maybe 8", pushrods that connect to the roll bellcrank in the wing, and the elevator pushrod in the tail. These installations are simple, and use the factory brackets and connecting hardware interfaces. My Century installation utilizes these and it's simple and clean and minimizes the number of involved parts as well as their reach. This is good engineering. Garmin installed a control cable system, which is entirely appropriate in an airframe that uses control cables, in a pushrod airplane that has no other flight control cables, and, imho, it's a cluster. A large, unnecessary shelf was added in the tail, and a lot of additional, also unnecessary, bracketry and pulleys and cables were added in the wing. The pitch cables in the tail run the length of the elevator pushrod in order to connect at each end, so the cable goes all the way back nearly to the elevator control horn. Why not just use the pushrod like most installations? Adding a lot of unnecessary hardware and parts decreases reliability and adds weight, for no benefit that I can see. Running cable along the length of a pushrod, in order to move the pushrod, doesn't seem to be good engineering to me, especially when previous systems used a much simpler approach for which the hardware interface already exists in the airplane from the factory. The roll servo is moved to a different compartment, where it needs new (additional) mounting brackets, and also a bunch of new brackets to hold the new pulleys to route the cabling to the compartment (where the servo is usually) where the bellcrank is. Previous installations just mounted the servo next to the bellcrank on the factory bracket and connected them with a short pushrod. I suspect maybe whoever came up with it had only ever worked on cable-controlled aircraft before, or Garmin's control-arm servo, which does exist, hasn't been fully certified, or something along those lines. Regardless, I'd like something that's not a step backwards in complexity and doesn't unnecessarily clutter up the spaces.
    1 point
  26. Yes, we talked about a new finger device, that you actually wear on your thumb, that alarms by vibrating unmistakably when your O2 Sat level falls to below whatever you set it too. It gets your attention well before any hypoxia sets in. See https://www.amazon.com/ViATOM-Wearable-Rechargeable-Saturation-Vibration/dp/B07MXZGVNW Sent from my iPhone using Tapatalk
    1 point
  27. I think the low voltage circuitry is in the annunciator for 78J or later. What year is it? Tom
    1 point
  28. Thank you all; to summarily respond: - yes, if EDM900 then definitely landscape mode; I am still tempted by the format of the CGR30P/C, I'm somewhat surprised nobody voted for them; I'm waiting for my mechanic to offer his input on this as well; - good idea with moving the AP annunciator, if I decide to bite the bullet and replace the KMA24 with a PMA450B, which I might not, see below; - I have all four seats wired into the KMA24, so attaching a simple intercom to it should not need major rewiring, just the jacks and an interconnect, whereas replacing it with a PMA would require me to also redo all the avionics connections; I'll take another look, and see how the prices on the engine monitor install work out, but will likely leave this for when I redo the avionics; - does removing the existing gauges save me anything except weight? if not, I'll probably leave them in case the new sensors develop infant mortality and remove them when doing a true cleanup of the whole panel; - I have no preferences nor allegiance to brands, I just want the stuff to work well and play nice with each other; I have a slight mental preference to support the smaller guy if all other things are more or less equal. It won't be an "all in" new panel. In the future, yes, a IFD440 is an option, but the G5's are not, they won't drive the KFC200, so that will have to wait till something breaks and forces my hand or new things / interconnects appear; perhaps an Aera 660 or an ipad running the Avidyne app will eventually replace the KNS80, but then I need a standalone DME (we can't officially substitute GPS for it here). But all this is not going to happen now.
    1 point
  29. Usually there's either a load balancing or paralleling system so that the two alternators share the electrical load (like on a multi-engine aircraft), or one is set up as a primary and the other as a backup. With a backup setup the regulator for the backup is just set for a lower output voltage than the primary. e.g., in a 12V system the primary alternator regulator may be set to 14V and the backup to 13V. If the primary is keeping the system at 14V, the backup contributes nothing to the load, but if the primary fails the backup regulator then comes on-line to keep the system at 13V, above the 12V battery level. A warning annunciator can discern if the system voltage has dropped to 13V for primary failure, or 12V for total failure. If you have neither of those systems set up I'd look seriously at how the system is supposed to be engineered. You don't want the two systems fighting with each other. It sounds like something isn't set up right.
    1 point
  30. No, NASA has you covered. Just go rent this bad boy: https://www1.grc.nasa.gov/facilities/irt/
    1 point
  31. I assume it’s free installation, saves you around 10K. If yes, I would add the G3X, tell them you’ll pay for the hardware, if they do the entire installation for free, saves you $20K. Don’t be surprised if they use your plane as a demo in an air show. You can spend the 6 months getting your commercial or multi engine. Tom
    1 point
  32. Sir, that is a beautiful airplane and one that is efficient and likely pleasant to fly; I think C and E models of that vintage are among the most pleasant to fly.
    1 point
  33. I think I may know this one... It is an early 90s special... Blue light... HSI is being fed guidance from the GPS... No light... HSI is being fed by the other resource connected to it... or the light burned out. Find the BK 20 pole, single throw, switch that operates it... GPS/VOR somewhere over on the right side of the panel near the other similar switch Free/Slaved... also for the BK HSI... The magic of the little blue light wore off about the time Garmin was building three receivers in one box and a color screen to tell what type of approach was being used... PPI failure... the blue light needed a bulb... it was hard to find. Jimmy @AAA arranged to have one installed at my local MSC after I got home... The blue light is on all the time... expect if you haven’t seen the blue light in a while... it may have a dead bulb... If you are a child of the magenta line... see what happens when you turn the blue light off... The plane still flys... but may follow a scalloped pattern between VOR stations... Expect that the light is next to the HSI for a reason... you fly for hours using the GPS... then switch over to another radio to set up for the ILS... somewhere in there is a huge cognitive error waiting to occur... So if you are waiting for the ILS to come active, and the blue light is on... that should ring a bell... sort of a back-up to your approach set-up procedures... PP thoughts only, not a CFI... Best regards, -a-
    1 point
  34. turntable is the same plane as the ramp already. when you start to pull the plane onto the ramp it tries to lift the turntable much like a hinge point . the bearing was a 1000lb bearing from ebay for a lazy susan
    1 point
  35. Detcord? That might actually work! A one shot emergency get out of jail free card. You could put a tiny thread like detcord under a piece of leading edge tape. These guys look like they could make it! https://psemc.com/products/shielded-mild-detonating-cord/ Looks like it has already been tried! https://patents.google.com/patent/US2930554A/en Lets see if Mooneyspace deletes the name? Eric Ciaramella
    1 point
  36. 1 point
  37. Yes on the professionals. I have done 1000s of antennas. I put myself through college doing two way radio work. The front antenna is probably in the fresh air plenum so that will be fun to get to. If you want to figure it out from the panel side you will need a SWR meter. Bad Antenna Bad coax will show up on it. We could usually look at the truck and the antenna and tell what it needed.
    1 point
  38. Yes, long body nose jack point, or should I say "hoist", is most safe and useful, eliminates need all other possible options.
    1 point
  39. That sounds like a case for a belly beacon.
    1 point
  40. That is exactly what it is on my plane. There is tiny light bulb inside that I had to replace a couple of years ago.
    1 point
  41. 70-90% ispropyl alcohol is the only thing I’ve found to remove the grayish-brownish paint staining from exhaust. After you wash the belly there is a dull streak of that left over.
    1 point
  42. I see it more as a tool during an emergency situation, flying clean, and staying above stall speed and not getting slow trying to stretch it out. For the pattern I don't think it does anything for me, I fly the same 100/90/80 that you do and am so focused on the speeds at each point in the pattern I don't think I'm going to get slow.
    1 point
  43. The video really describes it well. It's a bit long, but worth a watch when you have time.
    1 point
  44. Cut that little piece of tape and put it on your ASI, clean stall speed x 1.404
    1 point
  45. I've answered that question more than a few times on this forum.
    1 point
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