Leaderboard

You make a good point David. One of Al Mooney’s skills that he developed VERY early was walking things through.the CAA or whatever it was called then. It was a very valuable talent. It might be that Garmin is large enough that they have a group whose while purpose in being is to work things through the FAA. Or it might just be they have enough clout to get their stuff to the front of the line. Whatever it is, it’s not working in favor of the Trutrak. I personally am almost to the 1 1/2 year mark since being told to my face in person by a Trutrak employee at the Mooney Max event that it would be certified and available in November. Where I made my mistake was assuming that he was implying November of 2018. They still have a one in twelve chance of it being in November. It’s just the year that gets kind of vague.

I am usually a day late on my Pics. Today is the preflight from the hanger. It is windy and snowing outside. I’m doing the database updates and preflight in the warm hanger. Tomorrow morning is a 9am pullout and departure. First is Erie (KERI) to Charleston (KCHS) for fuel and a couple hours in the city with lunch. Then off to Miami (KOPF) for some phototherapy for the weekend. Bradb Meridian 951TB former acclaim

Flew to KMWC and back today. All went great, flaps worked like a charm. So the verdict is that it was the controller. Thank you Lapeer SC. Perry

Yea, that’s pretty much what mine look like. My vents are a little bigger and a little shinier. My wife just looked over my shoulder and said “you guys always think your things are bigger and shinier”

Hope everyone’s enjoying their day! Escaped the daily routine and flew into St Pete in FL - awesome w my wife Liza! Sent from my iPhone using Tapatalk

Agree with @Andy95W but I got beat up pretty bad here a few years ago expressing my frustration with Sun & Fun. After 30 years at Oshkosh, it simply doesn’t compare. That said, it’s a great spring Aviation event, in warm weather, for snowbound and “tired of winter” northerners and locals that DON’T make the trek to the greatest aviation show in the world in July in Wisconsin. The vendor participation is decent and the air show acts were pretty good as well. My frustration, as a builder with specific goals for my attendance, was the much lower participation of builder planes AND (especially) being locked out of the display area for experimental aircraft during show times. Pretty much eliminated the main reason I attended the show. Having a winter home at Spruce Creek in Florida and being down there in April, I would love to bring my 2018 Lindy Award winning Lancair over there during the show, but with such limited access to my plane by the public during the show and the horrific dirt I see accumulated on aircraft that ARE displayed, barring changes I will likely continue as an occasional “drive in” attendee and just appreciate an Aviation event at a time of the year most of the country is still reeling from the rages of Mother Nature and winter. So YES ....... it’s worth your time to attend. Just be realistic with your goals, especially if you’re a regular attendee of Oshkosh. Tom

Certified shops or someone with an IA can install the Dynon Skyview. To meet the STC you have to install the back up D10A and the minimum equipment including the STC for $2,000.00 Mine has been installed under the IA Option. I have spent about $14K so far. To solve primary engine monitoring, EFIS, Flight planning, ADSB-out, Annunciation (It actually says "arriving at destination") VFR Synthetic vision, VFR mapping and the D10A backup AI. When Dynon finishes the Autopilot install for the Mooney, it would be $750*3 servos = $550.00 for the A/P panel. To replace my steam gauges with a 10 inch monitor would be $4300.00. Someone was thoughtful and pre wired for the bigger screen. So cut, plug and play. Assuming my time is free. The best advice I could give is that it is not an instrument replacement effort, but more of reconfigure the whole plane for g1000 type environment.

The 275 doesn't need any adapters. You can look at the pinouts on the Instructions for Continued Airworthiness, it has every pin imaginable already there. You just have to pay the upcharge for the Autopilot version.

In this thread...Impossible!

Sorry, dear sir, but I just can't let that statement lie unmolested. So my wife's first visit to Great Britain was after spending 2 days in Iceland. We flew into Gatwick and drove north to my brother's house in Nottinghamshire. Once we got to the Midlands, we stopped at a Little Chef for lunch. After ordering, she leaned over to me and said, "I think they spoke better English in Iceland." True story.

Okay, let’s get this straight, The football team is known as the “Tigers” The rallying cry is “War Eagle” (This from a legend about a civil war veteran attending a game) People who go to Auburn are known as “Plainsmen”. (At one time Auburn was a men’s college and it is located on the plains of Alabama.) At least this who I think we are! Lee BSEE, Auburn ‘77

Headed back to snow country after almost 2 weeks at our Florida Spruce Creek home today. Got a call Friday morning for a Med flight from ARB to CMX. Decided it was more efficient for us to pick her up on our way back than someone fly from the U.P. to get her. Headed to Ann Arbor this morning and when I picked up ATIS 15 minutes out, found the airport WAS CLOSED! Ice on the runway. Luckily Willow Run (Yipsilanti) was open. After some logistics getting my patient from Ann Arbor to KYIP, we headed north with serious headwinds and got her home. Although my wife wasn’t impressed about adding two more legs to a non-stop Florida to the U.P. trip, her enthusiasm changed when the patient literally lost it emotionally thanking us for the impact we made on her life today. And why don’t more pilots do these trips????? Tom https://flightaware.com/live/flight/N994PT/history/20200112/1330Z/7FL6/KYIP https://flightaware.com/live/flight/N994PT/history/20200112/1645Z/KYIP/KCMX

According to the Internet, Chinese and Mooney in talks with Supermarine Aircraft company to market advanced trainer. @carusoam Maybe you can tweet this back with a "Belief" meme... @Blue on Top Think you guys can manage that with the above specs + 1200 mile range w/ reserves?

During your next annual, pull the seats and inspect/clean the holes in the rails and inspect/replace the pins in the seat. Then you will know that they grab and hold.

At least you do not say "aluminium", do you?

Don’t be too hard on yourself, it sounds kind of smart, if you stick to it you might create a movement. Put it on you tube and it may even go viral.

Don, I don't know the answer to your question. But don't feel bad because it was only this past year that I learned an Anchovy is a fish, not a vegetable.

Ethanol

I believe the shop took the probe out and put it in hot water to make sure the gauge worked correctly. It did.

Different from the other 10 times in the past when they also closed down? -Robert

Well everyone knows the Earth is flat and gravity is just a government conspiracy to keep we the people down.

All companies have product failures . . yes even the beloved Garmin https://www.beechtalk.com/forums/viewtopic.php?f=21&t=177136 https://www.beechtalk.com/forums/viewtopic.php?f=21&t=150406&hilit=G500&view=unread#unread

SnF is a great place to see the latest GA hardware and planes... Anything being launched for 2020 will be here... Cold spring weather... 1/3 scale compared to KOSH... So... If you are in a rush to see the new G displays.... SnF should be good for that... Camping and taxiing in rough grass... beware the holes and transitions... Fortunately the shows are scheduled well.... see SnF first then go to KOSH... It may be disappointing to do it in reverse order... Best regards, -a-

@PT20J Skip: So … we don't always say all we know? There's not enough time . Sure glad MooneySpace doesn't count these emojis ! Let's start with the basics. The stated airfoil on an airplane is typically the base or starting airfoil. If (when) a company modifies that airfoil, it probably won't tell the public (or anyone outside of that small design group); it's company (or even department) proprietary data. The airfoil is modified to produce a certain CLmax, Cm (pitching moment) and/or CDcruise for that airplane. In Advanced Design, the airfoil, wing planform, twist, dihedral, etc. are varied to produce the final wing (and expected coefficients). Although the M10 wing is physically straight tapered, it was designed to produce a perfect, elliptical lift distribution. So on the twist (and as you estimated), twist is typically input in whole degrees and then 0.5 degrees after we get close. Smaller increments are a waste of time. But, with the current desk top CAD and CFD programs, we can run many iterations in a day (Al and Art didn't have that luxury). In Al and Art's days, the twist was also linear. IOW, if a wing was twisted 2 degrees, it would be twisted 1 degree at half span, 0.5 degrees at 1/4 span, etc. You get the idea. With the speed and modeling capabilities we have today, we also tailor where twist occurs spanwise. For example, the wing may not have any twist in the flap section (much easier to manufacture the wing, flap, flap tracks and flap operating mechanisms) and have all the twist in the aileron section (smaller loads and smaller parts). Plus, we are only trying to protect stalling the aileron section (at the price of cruise drag). So, Cessna SE flap/aileron ratios are planform/manufacturing driven. As one can look at the larger Cessna SE airplanes where they tried to continue the flap into the outboard, tapered section, hence the flap becomes more of a "best" compromise solution. Higher percentage chord ailerons, especially with lower Rn (smaller tip chords), work the airflow harder and are more likely to separate at a lower aircraft AOA. I'll repeat an earlier warning, regulations do not require full and rapid aileron input at or near stall. As a direct result, there are airplanes that will depart controlled flight (stall with an incipient spin entry) without any stall warning. Good CFD departments today will analyze this condition in CFD to validate that the wing won't stall due to this flight control input. The tip of the iceberg has been exposed. Keep the Blue on Top -Ron

Most rewarding of flights! Congrats. I never tell the patients that i fly on these flights that I am also a physician. I like listening to the stories from their side. It adds the needed perspective adjustment for me. +1 Tom. Bradb Meridian N951TB former acclaim

The reverse is also true for takeoff. You hold a lot of up elevator and then it’s similar to a T-tail piper arrow, suddenly the tail force overcomes the weight on the nose tire, and the nose will kind of abruptly fly up on you. Of course your plane is not quite ready to fly yet, so it makes for interesting takeoff.... the stall warning going off and behind the power curve with a 200hp engine. It takes 250lb of force to hold the tail down on jacks. The axle on the mains are further aft than that. soft field takeoff practice requires full nose up elevator, and as the nose begins to suddenly rise up, around 50-55 MPh, you relax a lot of the back pressure quickly to allow for a smooth lifting of the nose wheel. It flies a little later. B

About 1/3 the size and a little more laid back. OSH is run by volunteers, for the most part, so you get that vibe from it. Not so much at Sun n Fun.

I appreciate everyone's comments and experience! I agree that trimming nose up during the flare would improve the nose wheel drop, but as has been pointed out it would make a go around more challenging. One thing to keep in mind is that the trim bungees add a lot of force to the yoke during the flare. We all learned full stall landings in trainers. I don't believe they are necessary or particularly desirable in high performance airplanes. Certainly it's not the way to land a multi-engine airplane or a jet, so why land a Mooney that way? All that's necessary is an attitude at touch down that permits landing on the mains with the nose wheel slightly above the runway. A Mooney can land shorter that way because it floats less. I've seen a lot of bad landings (mine included) result from trying to wrestle the airplane down to the ground solely with the elevators. It's best to remember that sometimes a little bit of power can save the day. A good landing requires coordination of ailerons, rudder, elevator and throttle. "Chop and drop" on short final works -- sometimes -- but it's not the best way to do it. Just my $.02 Skip

Well....lets not exaggerate that Mr. Let's just say I could understand some of what you said and leave it at that.

Throw money at the problem till it goes away. It's a hobby there is no real use for an airplane so more just for fun. Have $10K left after you purchase $2500 to get it home Fix it fly it repeat Oh you live in CA. Just double everything for the rest of country

The sun setting on polluted air.

Absolutely, Garmin trumps all! IFD’s still can’t do all the approaches that Garmin GTN’s can do. I know, in all seriousness these discussions are at least 50% fake news with each us merely expressing our brand preference, loyalty etc. In truth, I am very thankful for as many avionics manufacturers as we have, but IMO there is no question which is superior, especially the more glass you have in your panel the less tolerant you are about integration issues (current and future) with multiple vendors since every vendor provides updates. Then there’s market share concerns too. By far, Garmin dominates the market followed by Aspen. Avidyne must be very small from what I experience. These are merely my personal preferences and concerns, but as a technology guy I haven’t seen a box I didn’t like since Garmin and Apollo introduced their first approach capable IFR boxes - GNS’s and CNX. It’s all been amazing stuff since. And the best part is that it’s becoming more and more accessible to the vintage fleet. I say that because it dismays me to see the typical vintage Mooney equipped far below the rental C172 and PA28’s with the vast majority equipped with GTN-650’s and many with GFC-500’s. Sent from my iPhone using Tapatalk

I saw the pics of Don Kaye's Bravo. My application will be a little different in the Ovation panel and keeping the legacy GTN 530/430 for now. War Eagle - technically, it is Go Tigers! But we have a lot of strange customs.... Kevin knows of a Jake but not sure - typical engineer I guess. We are proud of him; he has a visual impairment and had to work hard to get this far in life. Lots of answered prayers to see that kid start a career and live on his own. He was my first passenger as a new pilot and also my 1st passenger in my 1st Mooney.

This something I have worked with, so I thought I would add a little to this. E-turbos are already in Formula 1 race cars. In the trickle down of technology, that experience is leading to the passenger car applications. I do not expect an aircraft application to make sense. E-turbos make the most sense for applications with lots of power cycling where turbo lag is a concern, and bonus if there can be extra energy to capture. This is much more automotive profile than an aircraft profile. There is an even less common case of needing high boost at partial power when exhaust energy is not sufficient. This can occur in massive ship diesels that may need to run partial power (slow steaming) for sustained periods, but would like to get the total efficiency back from full boost. In aviation with effectively constant power settings (sustaining for more than a few seconds), a standard turbo works really well, and scavenging the energy from the exhaust is very efficient. The e-turbo will also bring support hardware in the form of controllers and batteries, and require a higher DC voltage than our planes have. -dan

We continued our winter safari departing Flores Guatemala back to Mexico via Cozumel. Mexico only allows two ports of entry, excluding from the US border, which are Tapachula on the west and Cozumel on the east. We went into Cozumel so it would be easy to make additional stops in the Yucatan and Palenque. But the only real concern on this flight was realizing despite that we were going by a couple good alternate airports along the way we only had permission to land at our destination. Although if we needed too we would have declared and landed wherever, yet likely with considerable delay and added expense. We had pretty nice wx departing Flores and once again climbed on top of three different layers for a smooth ride north east to Cozumel in VMC. As we arrived and began our descent we saw we would find the forecasted 40% chance of rain in the TAF and stiffer than forecasted winds. But luckily we just went through the rain on the approach mostly over the water east of the field. The field was dry. But we encountered a very stiff direct cross wind gusting to 20 kts. Note in the picture on final, we're centered and tracking right down final, but see how crabbed we are into the wind! (At this point winds were over 30). In fairness, I should point out that I did not have to land on this runway with a direct cross wind, I could have circled to a more favorable runway - they have 4 afterall. But I always enjoy getting some good cross-wind landing practice in when opportunity presents. Being an international flight we were greeted by over a dozen officials before we finished shutting down. Sent from my iPhone using Tapatalk

...with a cryptic message... https://twitter.com/MooneyINTL/status/1217741878269005824?s=20

I got tired of pretending my step didn't exist. I installed the electric from Rob at Flight enhancements. Pretty easy job and works great!!

Just to give you an update. The cable that connects the alternator to the electrical system is obviously as old as the plane and it seems that it was getting chaffed and it was touching some metal... so I am changing the cable. On the fuel flow, the contacts seem to be dirty.

Two challenges come with mogas... 1) lower evaporation point... causes bubbles on hot days... bubbles don’t work well in the fuel delivery system.... metering and pumping can stop working... very aircraft dependent... 2) pre-ignition is more likely... pre-ignition is also exacerbated by high power and/or errant timing... Some pilots using mogas... will have 100LL in one tank for T/O and climb... and Mogas in the other for the less stressful cruise segments of the flight... Mooneys have too many seals and sealants and rubber hoses and polymer diaphragms in the fuel system to want to experiment... PP thoughts only, not a mechanic... Best regards, -a-

The last LS I heard it was a RV10 up in Conroe Texas. It kept overheating. . Finally on the last flight the ECU kicked into limp mode and it’s really limited timing, fuel, and power, they barely made it back to the airport. Nobody knew that was programmed into there, but then again we don’t know what all of the tables in that ECU do. The LS1 came off and a Lycoming 540 was bolted on. below http://www.vansairforce.com/community/archive/index.php?t-38462.html psowh 07-18-2009, 01:45 PM Yes, its true, N730WL was damaged Thursday afternoon during a test flight and subsequent emergency landing. Pilot, Bud Warren and I were taking the 10 for a flight around the airport to check out a high operating temperature problem. We took off after a long taxi and climbed normally, however the engine temperature kept climbing even after leveling off. For unknown reasons the engine seemed to quit making power. Bud skillfully banked back toward the runways. Not a good situation. A discussion with Bud today leads me to believe that the high engine temperature may have exceeded an operating parameter in the ECM and the engine reverted to a low power setting. This has yet to be confirmed but obviously needs to be addressed if this is indeed the problem. Bud managed to get the airplane back to the airport sacrificing altitude and speed without stalling. Incredible job by Bud to get us back to the runway. However, once over the runway, we were too slow and the plane mushed onto the runway rather hard. We bounced and skidded to a stop on the collapsed main gear. Fortunately, there was no fire and Bud and I were able to get out of the 10 without any injuries, Thank God. Unfortunately, there was considerable damage to the main landing gear and the prop was destroyed. The steps kept the bottom of the fuselage off the runway while we skidded, so no noticeable damage to the fuselage skin or tail. The wings didn't hit the ground but there is some minor damage from the gear folding up. I haven't looked at the landing gear mounts yet or the spar. So I don't know at this ten seconds the full extent of the damage.

Nobody really knows who we are. Just say War Damn Eagle and have done! PJ--BSEE Auburn '82

Couldn't resist responding to their tweet requesting further details on what makes the sky so rosy at the moment.

Hey... other Erik! get on it! Bird in the hand... Practice Financial control... there is always going to be something you have to say no too... (seen the latest color screens?) I looked for an M20J... went to AAA... came out with an M20R... (I know Something about financial control?) F, G, K and J... are all very similar. Just, the TC’d K will keep climbing.... PP thoughts only, not a plane sales guy... Best regards, -a-

I added "LS7" to the search engine items. As @carusoam just pointed out, the BIGGEST hurdle that I see currently is defining a hard, non-changing configuration.

Agreed, these units are addressing the market for people who don't want to spend 10s of thousands just to replace one malfunctioning unit. I don't think they intended someone to build a cockpit full of round glass.

Exactly .... not. While the Aspens were getting long in the tooth and were ripe for a screen and processor upgrade, the IFD's and all the recently obsoleted Garmin products like the GTN's (new Txi versions) and the G5 (todays announcement) are still fresh and really have no need for a hardware upgrade. With every new announcement, Garmin is generating buyers remorse. Avidyne on the other hand, is handing out freebies with every new release. My IFD just keeps getting better and better. On the other hand, my G5 is now ready for the bin because the new stuff is in a new piece of hardware. AND I have to throw out my panel as well since the new shit is a different shape! No thanks, Avidyne/Aspen/PSEngineering/JPI = Best of Breed

I'm more concerned about the crowd here on MooneySpace finding out I gear upped my plane, never mind my instructor.

Some pics. Need to get the final mounting screws painted.