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Showing content with the highest reputation on 09/08/2020 in all areas

  1. Many of you asked me to post - hopefully some of you know me and it doesn’t come across as brag - but wanted to share pics of my wonderful bird - she comports like a long body but doesn’t float down - it’s power on until wheel hit - same concept of more trim trim trim - she’s heavier and a dream come true Sent from my iPhone using Tapatalk
    5 points
  2. Simplified version: Next time you visit the coast and are at sea level, note what the EGT of the hottest cyl is on your takeoff roll. That becomes your target EGT to lean to at any airport for takeoff. lean to this number during your climb to cruise alt. also. Mike Busch has an article about Target EGT you might look up.
    5 points
  3. As the saying goes. "It all depends". At my home airport, KSJC, a Class C airport, ATC almost always says, "Keep your speed up". In such instances I'll make a constant slope (the glide slope), variable airspeed approach. With the Bravo that means 160 knots (for a reason) to 5 nm. At that point the speed brakes go out with the slope remaining constant. 160 knots is chosen because the speed brakes will quickly knock off 20 knots at that speed. At 140 knots the gear comes down. Within a few seconds the plane is at 110 knots and slowing. Approach flaps go in, slope remains constant. If I don't break out at 200', I'm set up for the missed approach. If I do break out, I will go to full flaps while maintaining the slope and touch down on the marker as the speed bleeds off at 75 knots. For a more traditional approach, once on final, I'll set up for 105 knots. At glide slope intercept the gear comes down. Since I'm often on autopilot, I won't add any flaps until I break out, then will add full flaps while maintaining the slope and slowing to 75 knots. If I don't break out (hasn't happened in real life, but has during practice in actual), I'm set up for the missed. Regarding a check ride; ask around to find out what the Examiner wants, then practice doing it his way. Afterwards, if your way disagrees with his method, do it the way it works best for the plane in which you probably have more time than the Examiner.
    5 points
  4. Oh, your talking about airplanes:)
    4 points
  5. What kind of wax was that.....?
    4 points
  6. I believe we might have the title of the fastest Mooney. My son was flying back from New Orleans today and Flightaware shows some exceptional ground speeds. We recently waxed the airplane but he claims in was pilot technique. See the attached flightaware log. Top speed at 2:59:25 shows 1,043 kts! Lee
    3 points
  7. Our ELECTRIC a/c USES A hermetically sealed brushless D/C compressor. We don't use an electric motor as the weight and power draw gets to be too much. We add a 150 amp alternator to the kit not so much for the power but the new technology alternators have lower "Cut In" RPM. This allows for great cooling at taxi and lower RPM operations. the system weights about 60 pounds and produces serious cool air and plenty of it! Walter
    3 points
  8. some have put spare keys inside the back side of cowl plugs, where the vinyl is closed with velcro.
    3 points
  9. No, there's a cascade method that lets you cycle out the least full source tank first rather than them all limiting how much pressure you can fill to. The idea is to fill with the lowest pressure (most empty) source cylinder first, then turn it off and open the next (middle) one, and when that has equalized turn it off and open the last (highest pressure) tank and equalize the destination tank to that. That gets you to the pressure of the fullest tank and you can cycle out one source tank when it gets too low to fill with, move the others down the order, and put a fresh tank in the highest pressure spot. Just search on cascade fill system or gas cascade filling or something like that.
    3 points
  10. You weren't completely clear - which are you getting when you win the lottery? A TBM or a very hot wife? E
    3 points
  11. had the chance to fly a Porsche, push the u shaped throttle to go fast ,pull back to go slow , no air cooling worries, its automatic, no fuel adjustments, its automatic. got to watch the valve adjustment most complicated procedure, took the guy about 4 hrs to adjust gear train lash, there were 2 persons that were qualified to do gear train adjustments on the Porsche Mooney. one on the east coast and one on the west coast.also used automotive spec. oil
    2 points
  12. I look forward to my first flight on a single turboprop. Hint hint.
    2 points
  13. But more importantly, CONGRATULATIONS on the TBM!!!!!!! That is wonderful. Erik - I've met the TBM dealer at GON before. Ken Dono is my contact there. Nice guy from what I can tell. Take care, -Seth
    2 points
  14. there are 'mountains' and hills all around, especially west of there, plus antennii poking up on top of a lot of the hills. you've got a lot of other options east that are in the flatlands. when I fly there from charlotte I go at 3000 but as I'm descending I definitely look out for towers. there are approaches as well. also, bring dunkin donuts.
    2 points
  15. Its in a reasonable spot but I can see it being a bit hard to find if looking from the wrong angle. If you can fly the RNAV its easy. Give Lynn or the airport a call though and make sure you have a car set up. Its not near anything and the airport will probably be empty. Very friendly all the way around but its best to have plans in place for that.
    2 points
  16. There is a reason well-outfitted Mooneys sell fast. If you go to do all that you'll spend way more than it costs to buy one. Bob Belville's Echo was probably the best bargain there's ever been for an airplane at 110 AMUs. Avionics installs are not for the feint of wallet.
    2 points
  17. I use fuel flow. If I know Im going to a high altitude airport, I make a note of where the mixture knob is for that altitude in a previous flight that way I can focus on the flying part instead of fiddling with the mixture knob.
    2 points
  18. I bet flying a plane can make you a better musician... We have a few musicians on MS... of a few varieties... from Doc John, Mitch, and Banjo... flute, trumpet, and some other instrument... I can’t remember... There are so many aspects to the brain... exercising them all as often as possible is a great idea... If trying to find out what is not working properly, Lumosity, is a great tool box... Lumosity gets a mention in the article above... PP thoughts only, not a cognitive therapist... Best regards, -a-
    2 points
  19. Congrats on an incredible plane! I hope you enjoy it and not have the challenges you had with your last beautiful bird. I think many of us would like to see the interior and the dash.
    2 points
  20. I’m in for a partnership. 1/100th share would be $120k. I’m based at KDPA just west of Chicago so if you would be willing to split the distance, we could keep in in Cleveland to avoid constant repositioning flights. One question though, will my lack of P-51 time hurt us for insurance?
    2 points
  21. First real flight with the surefly there was no increase in temps, highest cht was 376 lowest 355 tit 1595 as usual all egt’s we’re same. My fuel flow may have been a little lower, 18.3 generally 18.8, since I’m bored on long flights I chart my fuel flows and temps every 30 minutes therefore I have a solid set of numbers for comparison, I didn’t like the little bump during mag check as told to expect it. Similar to Erik my temps were not elevated. I assume it’s due to the fixed timing. Starts are quick and easy.
    2 points
  22. Report to tempest they will likely replace.
    2 points
  23. I don’t think you know Don Maxwell very well if you think he’d only be worried about his reputation. He’s top notch along with a few other Mooney shops out there. I’d much rather have top notch than an impartial shop that doesn’t know what to look for.
    2 points
  24. It’s a 2018 910 (eg G1000nxi) - only 200 hours - still has new smell! All the best to you and yours!!! Sent from my iPhone using Tapatalk
    2 points
  25. Wow - what a beauty! The ultra-long body, eh? I had the pleasure to sit in a TBM once, a brand spankin new one with the plastic still on the seats, plastic still on the avionics and an absolutely shiny shiny engine and new car smell, at KHVN (New Haven, CT) which apparently is a dealership which I had no idea but I was just there to do a work visit at Yale and they had pulled a brand new 900 out on the tarmac for a customer who was coming shortly. I had just read about the new model 900 in the magazine the night before and to my surprise there it was in person right in front of me! The stair door was open and I asked the salesman if I could take a peak inside, so I climbed in with my wife and we sat there for 3 or 4 min steeping in new leather smell. Wow! Congratulations and enjoy!!!! PS with an M in TBM you are officially or just spiritually, still a Mooney owner and always welcome around here. Please keep posting sometimes about your new "Mooney"..... P.S. We need more pictures!!! Inside? In flight? Which model? Erik
    2 points
  26. A year ago June Don Maxwell had a convention called MooneyMax in Longview. At that time I was approached by an individual attending the convention who asked if I would fly with him for some landing practice. I think he had just gotten the airplane a few months earlier. (It may have earlier than that). We flew for about an hour and a half. He was a very good pilot and I was able to supply him with some tips. As I recall we talked about Mooney as a Company and he had a lot of ideas. I've heard a lot of people who had a lot of ideas about Mooney. Nothing ever came of them. And so it was that I received the above notice. I went back to my logbook to see who it was that I had flown with that June day. It was Jonathan Pollack. Some people are more than talk. They do... I look forward to see what great things you can do with Mooney, Jonny.
    2 points
  27. 1 point
  28. Honestly, you got one bad plug out of what are likely many thousands or tens of thousands. The exception to the rule doesn't prove the rule. Stick with the fine wires.
    1 point
  29. Wind can gust from nowhere it seems like, especially if there’s a front moving in. Watch out for that. In the evenings and early mornings the biggest concern would be some ground fog depending on humidity. It’s relatively low today so shouldn’t be an issue. The courtesy car is sitting in front of the terminal, fueled up and ready for you - keys are hanging inside the fuel door [emoji846] Lynn or I will be happy to meet you out there if you need - we have a half an hour drive to the airport, so let us know. Sent from my iPhone using Tapatalk Pro
    1 point
  30. So which is the rarest bird? Porsche-powered M20-L, or TSIOL-550-powered M20-L??? In this thread, I've heard of 3 of the former that I didn't know about, and a count of 5 Liquid Rockets that I knew there were "only a few" of . . . .
    1 point
  31. 1 point
  32. I thought you meant this one... Al Mooney designed twin, composite, pusher... turbine, pressurized... https://en.wikipedia.org/wiki/Avtek_400A Taken to the next level... http://www.avtekair.com/9000T_overview.htm Best regards, -a-
    1 point
  33. I flew that exact route a week ago and was thinking to myself about how I hope I don’t have a mag failure or worse. That is some beautiful rugged terrain. I have had 3 Mag failures and each time I failed to isolate and fly on the good mag. Now it will be the first thing I do on a rough running engine. EGT’s and CHT go crazy and can potentially cause a cylinder to go. Needless to say my plane ran perfectly on that flight but the thought of potential mag failure Occurred to me so I ordered a Surefly electronic ignition when I got to Jackson, when.
    1 point
  34. Cetainly good to get it on the ground. I am experiencing this right now with my Ovation. On the last leg of my trip to seattle this weekend, I had a mag start running rough and eventually quit over the mountains east of Seattle. I diverted to Moses Lake, had the faulty mag changed out (right mag), and took off this morning with a good working engine. An hour into the flight, the left mag started going bad on me, but did not completely fail, so I diverted to Bozeman, and am awaiting a call from the shop tomorrow. Likely I will be here for a couple of days while they install another new mag, this time on the left.
    1 point
  35. As for An independent Set of eyes... doing the PPI... Lets not lose sight of why this is done... There has to be a reason for doing this... If shop A did the annual last year... Take it to shop B this year... If shop B did an annual on it a few times in the past... There isn’t much to be gained by avoiding shop B... You will run out of good shops faster than you will avoid somebody dropping the ball during an annual... First somebody has to have dropped a ball... Top shops don’t do that very often... PP thoughts only, not a mechanic... Best regards, -a-
    1 point
  36. In addition to all of your good points, I’d also mention that a 200’ approach will rarely exist on a runway less than 5,000 feet. I believe the legal minimum length is something like 4,300 ft? While you should always try to hit the touchdown zone, this does provide an additional safety margin while adding full flaps after breaking out.
    1 point
  37. Have you borescoped the jug yet? Let’s hope it didn’t play ping pong for a while before exiting the exhaust.
    1 point
  38. I've had work done at Lubbock Aero several times and my family has for many many years. Very good shop but still not Mooney experts. If you want a real prebuy goto to Maxwell or SWTA. Both are real Mooney experts. I would not care that Maxwell has touched the plane in the past. Not too many in the fleet he has not seen over his many years of experience. I bought a 201 in PA and had the best Mooney shop in that area prebuy it. Bought the plane and had DMax do the work recommended. Don looked at the plane, never seeing it before, and ask if I knew about the minor damage to one wing. I told him I did but asked how he knew. He showed me some rivet pattern that was not factory. Said the repair was nicely done but he noticed that level of detail. I have owned 4 Moonies and he will be my prebuy guy anytime the plane can get there.
    1 point
  39. IMHO a NASA ASRS report, including the tail number of the Bonanza, is not inappropriate in this case.
    1 point
  40. You could start with this: right in your budget. if a forever plane, get the most you can afford with as many features installed already. If you want to make it your own, you could do what @PilotFun101 did... -Don
    1 point
  41. I was Holding short at KSBA a few weeks ago. I had already called the tower ready to go. The TBM pulls up next to me and the tower tells me to hold short so the TBM can depart. I look over at the TBM and give them the "What? I was here first look" The TBM's very hot Wife, girlfriend, copilot (saw them in the FBO) looks back with the "I'm sorry, we didn't do it" look. Anyway, I digress. That TBM took off like a rocket ship! I was cleared to go 10 seconds after the TBM. What a cool plane! That's what I'm getting when I win the lottery.
    1 point
  42. Hah! All “upgrades” are in the eye of the beholder, right? I will say this- while 3200lbs is probably not a good idea in a M20J... 2900lbs flys in all later model M20J’s right now. So why not extend that weight increase to earlier M20E/F/J/K’s through a strengthening of the landing gear? Have those late model J’s and K’s been falling out of the sky? Are they blatant safety risks? Of course not. So why not strengthen their landing gear and give them the extra 160lbs or useful load? *the other J/K’s are already flying with this max gross, and have been for ~35 years with no additional increased engine horsepower* Edit: I’m an “old” fighter pilot... so I’ll through a quote out there... “The quality of the box matters little. Success depends upon the man who sits in it.” (Richthofen)
    1 point
  43. Flew down to Orlando from Blairsville. 8.5 hour drive becomes 2:51 flight. Landed about 10 minutes before @1964-M20E. Small world lol. We both narrowly avoided bad weather by just a few minutes.
    1 point
  44. I was commuting back from Tucson (57AZ) back in the day. The weather was pretty crappy. I filed IFR and tried to get a clearance. Tucson approach kept telling me over the phone that Phoenix wasn't accepting any arrivals. After 1/2 hour of this I decided to take off and see how far I could get. I flew the exact same flight plan I have flown literally thousands of times. I knew I wouldn't hit anything. All I could see was the ground straight down. I was about to pass this mountain ridge called Newman's Peak. I looked at the GPS when I saw the first glimpse of it and then when I was abeam of it. The difference was 3.4 miles. So it was legal VFR, but there was no way to control the plane without instruments.
    1 point
  45. This is how we do hamburger runs in Nebraska. Sent from my iPad using Tapatalk
    1 point
  46. And thank you for posting that picture. It explicitly shows what can happen using the wrong length screws.
    1 point
  47. I met Barry when I visited the factory during a Homecoming back in 09. He was the Financial Controller in those days. I see he still retains that position and has also been elevated to Vice President. I also remember he had a strong British accent. He might be related to @Hyett6420
    1 point
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