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Showing content with the highest reputation on 04/30/2023 in all areas

  1. 4 points
  2. That’s plenty of runway. I’ve seen a C model based out of an 1800’ strip with a steep decline on one end. The plane is perfectly capable of operating there. With practice, the pilot can be made just as capable. I’d have no qualms about basing my F out of such a strip. What is the closest bailout with an instrument approach?
    2 points
  3. I learned to fly my first Mooney, an M20E, at W00, which is 2420' x 40'. It worked out well, and I was based there for several years. I think the fact that there was an MSC there, and my transition instructor had a lot of Mooney instruction time really helped. I was told that some of the owners of long body Mooneys refused to fly into that airport for maintenance, and hired CFIs at the airport to do aircraft deliveries.
    2 points
  4. No glitz, no glamor . . . . But that’s how I've done it. Best done with someone to write as I call out numbers, especially right after takeoff. That's another benefit to the modern way--you can do it at your desk a day or two after the flight, and concentrate on the numbers and not on flying the plane, checking MP, VSI, ASI and Altimeter and writing them all down correctly.
    2 points
  5. I don't think most white-tailed deer see airport fences up to 7 or 8 feet as much of a deterrent.
    2 points
  6. VGs are advantageous in reducing flow separation at high angles of attack. We all know that the speed of the air over the top of the wing accelerates which is one of the explanations for lift. However at some point, generally after about the 25% chord point (farther aft for laminar flow wings), the air begins to slow. This is because physics demands that an adverse pressure gradient build up on the aft portion of the wing. Within the boundary layer, the adverse pressure gradient can actually cause the flow to reverse and separate from the wing. At high angles of attack, the separation progresses forward along the wing chord reducing lift and causing a stall. Vortex generators create vortices (big surprise) -- little horizontal tornadoes -- which grab faster moving air from above and transport it down deep into the boundary layer which counteracts the reversed airflow and keeps the airflow attached to the wing. Originally, VG were dimensioned to be approximately as high as the boundary layer thickness. These did indeed create a small but measurable drag penalty. However it was discovered with modern CFD techniques that shorter subboundary layer vortex generators, or micro vortex generators, worked nearly as well at energizing the boundary layer and delaying stall without the drag penalty.
    2 points
  7. Although it is not deer season there are deer around the airpark and a few of them decided to run across the runway as I was landing the other night!! Close call! Chris
    1 point
  8. Just want to publicly thank and endorse my ferry pilot and transition CFII @Browncbr1 Craig was highly profession and accommodating schedule-wise. He also helped me fix a couple items and taught me plenty of “things to know about a Mooney” along the way. First class act and a Mooney expert! We both live in Tennessee but if you need his services, give him a shout to see if you’re within his range, it’s worth it and you won’t regret it. Tim
    1 point
  9. Not the first time I've been given that moniker When in doubt, go back to basics.
    1 point
  10. I like the idea of having the VOR/ILS, and they are handy as backups even just for general navigation. From a practical standpoint, shooting an ILS without either a marker beacon or DME would be tricky, and most airplanes don't have DME any more and most airports don't have marker beacons. An ILS could still be done in a pinch using just the altimeter, but many approaches would not be options if the GPS was down and you needed it for DME.
    1 point
  11. Book landing roll for an M20C at max gross weight is about 600ft. A good instructor should be able to have him quite comfortable with 2700ft in several hours. One should certainly have personal minimums. On the other hand, one should also strive to be comfortable operating their aircraft well within its performance envelope. The NTSB stats show that too many Mooney owners avoid developing proficiency at spot landing and short field work (2700 is not really a short strip for a C). The strip in question is narrow at 25’ but the main gear span is <10’.
    1 point
  12. I'd be happy with 2xcom, 1 gps and 1 nav/ils around here 50/50 chance the vor/ils you're trying to use is even available. Honestly, i'd be more concerned flying without a gps than the nav
    1 point
  13. I would get a GOOD Mooney instructor and get 20 landings on that runway and see what you think.
    1 point
  14. So, I found an error in my spread sheet. The new calculation is a much more reasonable 752fpm. 11,850 in 946 secs. I only posted the graph because an image of the raw data with time signatures was too large to capture in a practical way. I used the two data points below to calculate time to climb. Time (EDT) Latitude Longitude Course kts feet Rate Wed 10:48:05AM 39.6979 77.7303 ↓188° 77 1,100 935 Wed 11:03:51AM 39.6792 77.9094 → 83° 138 12,950 566
    1 point
  15. It would depend entirely on your previous experience, abilities and comfort level in the Mooney.
    1 point
  16. I notice that too. Lack of proficiency in flying tight patterns. Think about it. Most air carriers require at the lowest, a 3 mile minimum for CTL approaches. Thus you can find yourself turning a 3 mile final in a wide body jet while straining to find the runway. That gets pretty exciting if you're not proficient at it.
    1 point
  17. Here is a hint for builders. When you cut the feet save a chunk of that 3/8 scrap and put it under the center where the jack goes. It makes a small gap under the ram that helps when the floor isn’t level. After you weld one side remove the 3/8 scrap. I have made about 8 for friends over the years and so far everyone is happy.
    1 point
  18. I don't know what that is, but I don't think it's a Mite.
    1 point
  19. Is the runway fenced off, or does that not prevent deer getting on the runway? So glad it was as a miss! Sent from my iPhone using Tapatalk
    1 point
  20. It is interesting to ponder why the BSFC curve has a U shape. Starting at stoichiometric mixture (peak EGT) as we lean the mixture the BSFC decreases approximately linearly. Why? It is because leaner mixtures burn at lower temperatures causing less chemical dissociation resulting in a greater percentage of the energy from combustion being converted to work. However, because there is less fuel available, the power decreases even though the efficiency increases. Theoretically, the BSFC would continue to decrease until the mixture was so weak that the engine stopped running. But, in a real engine, it doesn't; it levels off and then starts to rise. The reason is that very lean mixtures burn slower and also increase cycle to cycle cylinder pressure variations. Both effects decrease efficiency. The cycle-to-cycle variations between cylinders, and within individual cylinders, are what the pilot senses as "roughness." From, Heywood, John B., Internal Combustion Engine Fundamentals:
    1 point
  21. Yup, it was!! Happened quickly so didn't have time to soil my underwear!! Thanks!! Chris
    1 point
  22. 1 point
  23. Callow, sure. Just to be clear, my comments are not an indictment on aging. It’s an observation that given his age in relation to his actions, there’s likely a very strong correlation. Maybe if you’re near aged, that comment would be taken with offense. Fly till you’re 100, I’d love to see it. But these lapses in judgement and the henceforth denial isn’t going to make it easy for my generation to get that far. I don’t have a clue about 4th quarter aging, but it does affect me and it does affect you. We can ALL point to a someone in our aviation circle that should have hung it up already but refuses. His airport neighbors discuss it behind their back. Those are the people that hit power lines, bust airshow TFRs, and crash into 150’s in the pattern. Just for a few very recent examples. Those are the stories behind the rules that make insurance unobtainable and age limit rules in ATP. I can’t imagine how hard it would be to give up the passion of flight, and I empathize with anyone struggling with that decision but suggesting I’m “callow” or in a snarky tone “insightful” for mentioning it as the most likely single cause is part of the denial behavior that will affect me in the long term, and you in the short term. Aging and flight isn’t a myth. The question is, Do we want the FAA deciding on more arbitrary terms how they handle it, or do we as a community help each other to step down before it gives aging the reputation it’s earned in the regs?
    1 point
  24. This ^^^ If you are EVER going to get a GFC500 autopilot you should get the 650. With the 650 you can utilize the VNAV feature of the GFC500, and it is incredible to use...IMO
    1 point
  25. The CFI must have 100 hrs retract, sorry for the confusion.
    1 point
  26. Yes my point was that CHTs are not necessarily a good indicator. As for EGTs, my full rich takeoff EGTs are high 1100s to low 1200s. Cruise in the mid 1400 to high 1300s. That sometime yields CHTs in the 270 range on #1 and #4. Borescope shows clean and happy cylinders with minimal deposits. No morning sickness issues in 1000s of hours of operation.
    1 point
  27. Actually it's 500' below, 1000' above and 2000' horizontal below 10,000'
    1 point
  28. Special VFR says "clear of clouds," which is different from VFR rules specifying 500' above, 1000' below and 2000' horizontal separation from clouds. What "clear of xlouds" means in this instance is that the VFR rules are suspended, a d the pilot can fly closer to the clouds as long as they do not go inside a cloud, which requires an IFR clearance. P.S.--Hey, Gus. This post reads like a ChatGPT article . . . . Didn't realize it was under your name.
    1 point
  29. @LANCECASPERI'm using the 915i. Long lead time for the 916i and the net effective difference is 2 hp for the max continuous power setting. The 916i makes great sense for the new Sling HighWing model since that is meant for the back country crowd. I'm building the TSi with builder assist, Midwest Build Center to be specific, so it will hopefully not be a long duration building project. I'll likely take your recommendation to put together a post to track progress.
    1 point
  30. Weekly ping for the Hollister Mooney get-together May 27 Let's get together in Hollister (KCVH) for some fun. Hollister is one of CalFire's 14 air attack bases in California. https://calfire.blogspot.com/2012/05/cal-fire-hollister-air-attack-base-is.html The friendly CalFire folks look forward to giving a facilities and aircraft tour for us Mooney pilots. Their firefighting aircraft arrive beginning of May for the season along with ongoing training activities. Hollister Soaring Center is located next to CalFire and they'll also give us a tour of their glass ships. https://hollistersoaringcenter.com/ And what's a Mooney fly-in without food? Seabrisa's Eatery is very good and right there as well. (The restaurant doesn't appear to have their own web page. This link didn't seem to work last time but try it again or Google it). https://savorsanbenito.com/places/seabrisas-eatery/ Tentative schedule: 11am - arrive and tour the glider operation noon - CalFire tour 1pm - Seabrisa lunch Looking forward to seeing you all.
    1 point
  31. So I waited to respond to this one till I dug deeper into the configuration setup and the manual. Yes it has the “Blue Range” that was on the original EGT. Because the G3X and Garmin EIS are certified and the original has the Blue, the Garmin has it also. Reference 2 pics. It shows on both expanded and compact modes. I tend not to use it and lean based on FF and CHT.
    1 point
  32. OK, Here is what I know now. My cable is jammed in the housing and there is no way to get it out. I was able to harvest the ends by cutting the core about 2 inches back from the ends, clamping the core tightly in a vise and using a claw hammer to pull them off. I opened up the crimps by clamping a 3/16 drill bit into the vise and tapping the ends gently onto the butt end of the bit, then pulling them off the bit with the claw hammer a few times until they came off easily. The housing is SS White PN# HC103 bare metal 0.297 housing. The core is SS White HS107 0.187 CW core. FWIW SS WHite invented the flexible shaft for a dental rotary tool (drill) in the 1870s. Their main business is still mainly dental bits and burrs and other dental supplies. But their side gig is speedometer cables. The end ferrules are standard, but the nuts are not. A standard speedometer nut is 5/8-18 these cables are 5/8-26. I will harvest the ferrules and nuts and re-use them. The ends are a bit unique. They were obviously made from standard involute spline shafting and couplings. The problem is I cannot find this size anywhere! It is the ISO Involute spline standard with an OD of 0.300" with 12 splines. I can find 1/4 inch and 3/8 inch, but no 0.3" So the housing and core should be here next Wednesday. I will use the existing ends and ferrules and re-crimp them on the new core and housing. I'll let you know how it comes out. Wish me luck...
    1 point
  33. My understanding is that logging in to 1800wxbrief.com and getting a briefing there is also recorded. Some systems go as far as recording page browsing, dwell time on sections, etc., so if you skip the NOTAMs it could be sensed. I'm always careful to scroll through the whole thing.
    1 point
  34. You don't know what the correct frequency is at any given time. That is why as long as you can receive transmissions on your last assigned frequency, that is all that matters. It does not matter if they are talking to you directly as long as you can receive them. Facilities often have to change a frequency for a given sector due to things like stuck mics, they have outages and turn their airspace over to other facilities, all sorts of things happen. What counts is you can receive on your last assigned frequency and if you can't, you need to either get on guard or get a relay. Look, I've crossed oceans where you don't talk to anyone except at the FIR boundary, but there is an absolute requirement to maintain listening watch (in fact listening watch on 4 frequencies) and that is what we are talking about here. Listening watch. If you think your "ears" are down, you need to take action immediately to verify a listening watch or to re-establish contact. Might want to review Northwest 188 incident to know how long is too long. Too long is when you screw the pooch and this guy in the OP screwed the pooch. You keep from screwing the pooch by continuous listening watch.
    1 point
  35. One of the great reasons this forum works so well is follow-ups on previously reported problems. I reported a frustration I was having with my volts on start-up well over a year ago. To recap, I would start up and the volts would hover around 12.3 volts before it would climb to 13.7v. Many opinions were offered from a voltage regulator issue to an alternator. One respondent offered that this was normal and the charging system was designed this way to prevent a voltage spike on start-up. The problem turned out to be a slipping coupler on the alternator. I suspect it had been slipping this whole time and progressively got worse which was verified when my last flight saw voltage sit at 12.0 volts. I now know that after replacing the alternator and using a solid state voltage regulator (either works or it doesn't), the most likely culprit is a slipping coupler. Hope this helps save some time troubleshooting a similar issue.
    1 point
  36. Just to piggyback… if you do the AI as a Gi-275 (which is a great idea), also do the hsi. They have built in redundancy for Attitude and eliminate the zillion moving parts and failure modes in the current hsi. The 2 gi-275s should be below your $15,000… but probably close. Do both, do it once, enjoy the airplane for a long time.
    1 point
  37. That feature is only available on the GFC autopilots.
    1 point
  38. Ideally if one enters an altitude for preselect on the KFC225 it would also change the altitude bug on the GI-275 ADI, and vice-versa. Not sure if that is what happens though. If not then he would have to enter the altitude on both units.
    1 point
  39. Thank you for the invite Anthony! Posted a reply above. Chris
    1 point
  40. 1 point
  41. Advanced Aircraft Refinishers in Griffin, GA is very good. My plane was painted by them almost 20 years ago and has held up very, very well (still can't believe I haven't abraded the paint off the leading edges flying through rain over the years). Yes, that was along time ago, but Tony has been painting aircraft for a much longer time. There were some small touches they did that I thought was nice. He's not as cheap as what you would get in Carrolton, GA, but the product is way better. I think there are some recent pics of my plane in my profile. I know some RVs have been recently painted there and they show very well. I've never heard a bad word about him. I don't mind paying a premium for a premium product. William
    1 point
  42. who buys a Mooney to go slow?
    1 point
  43. Hawk is where you want to go. I’m in the hangars right behind the fuel farm at Calhoun. Next time you’re in for fuel, come by and visit if the doors are open, #202.
    1 point
  44. I am very, very happy about the outcome. What a beautiful and efficient bird❤️
    1 point
  45. What’s up with all the yellow circuit breakers caps? Seems to me you lose the effectiveness of them highlighting critical breakers (usually just autopilot and trim)?
    1 point
  46. create my own gps approach to an airfield if t doesnt have one (ie my own base airport) with vertical guidance and store this for future use. NOT LEGAL IN THE US be able to say i want to go from a-b via airways and have it fill in the airways in between. GTN WILL DO THIS then via my ipad file that as a flight plan or vice versa GTN WILL DO THIS VIA GARMIN PILOT fly holds (im crap at manually flying them, arent we all) GTN CAN DO THAT fly a plan on ap without me touching a thing and load radio frquencies into standby for the airspace sector i am in (big ask i know) GTN CAN DO THE AP THING WITH A GPSS MODULE OR G500 OR ASPEND WITH AP MODULE. I CAN LOAD ARTCC FREQUENCIES, NOT APPROACH FREQUENCIES. on the approach section have a VERY simple interface that allows me to route SID or vectors GTN CAN DO THAT load frequencies for the one above as required into standby GTN CAN DO THAT have a stormscope hidden somewhere in the plane and display the storms as required on the screen of the device (don't think i can get weather in europe yet any other way) GTN CAN DO THAT automatically load the go around, and display onto the Flight Director as required. GTN CAN DO THAT be able to define airports i can land at, concrete, xxx length. GTN CAN DO THAT auto flick to taxi help on landing. On takeoff have this feature as an easy to fnd turn on feature and have it auto off once speed reaches 40 knots for example. GTN AN DO THAT interface with sandel or aspen if required in the future. DON'T KNOW ABOUT SANDEL, BUT WILL INTERFACE WITH THE ASPEN be future proof, its 15k for gauds sake, i dont want to have to rip it out in 10 yrs because its worthless. GTN IS UPDATED ONE OR TWO TIMES A YEAR database upgrades to be a simple load onto a card and install. Currently i have a special PC thats sole function is to update the gps db via an interface cable and rs 232. GTN CAN DO THAT 8.33mhz transmission / receive capability GTN CAN DO THAT
    1 point
  47. I've heard that a Garmin GTN750 runs about $17000 installed and a GTN650 about $12000 installed. In December 2014 I paid $13500 for package deal on an Avidyne IFD540 and an Avidyne AXP 340 transponder. No install cost on the IFD540 since it was a slide-in replacement for a 530W. Relatively low install cost on the AXP340 since it was replacing a KT76C (same size, same antenna, just a WAAS position source needed to be wired in.) I got $8000 for my Garmin 530W and $900 for my KT76C, making the cost of my upgrade $4600 plus $400 install on the transponder. Later I bought an IFD440 for $9000 and got $6500 for my 430W, net $2500, again with no install cost. My net cost was $7100 plus about $400 install of the transponder. To do a 750/650 upgrade from the 530W/430W it would have cost $29000 - $8000 for the 530W - 6500 for the 430W, or 14500 net. Plus I would have had to buy and pay install costs on a transponder, say $3500. So for me it was $7100 vs. $18000. And Wifi and Bluetooth were included but cost extra on the Garmin. For me it was a no brainer. When I bought the next airplane and had to start from scratch with a new WAAS GPS I again bought an IFD540/AXP340/MLB100. Garmin allowed Avidyne to get traction in the market by not engineering a less expensive installation cost for their new boxes for 530W/430W owners. They had a captive market ready to upgrade.
    1 point
  48. 201er First the wings. Our aircraft have essentially the same wing. There was one year where a "twisted" wing was tried on the F model ('67 or '68 I believe) but that did not last. There was another year where the owners (Butler aviation I believe in the same era) tried saving on labour costs by not using flush skin rivets but that dissappeared to. By the time Roy LoPresti had made the changes which we now call the J or 201, most of the cost-cutting silliness was gone and replaced with well engineered speed mods. Next the airframe. Your aircraft has 10 more inches in length than mine. 5" of that is forward of the firewall and 5" of it is between the rear and front seats. Your aircraft weighs between 80 and 120 pounds more than mine depending on how much of the weightier junk we have each replaced with lighter weight versions (eg SkyTech starter). See http://www.pilotfriend.com/aircraft%20performance/Mooney/41.htm and http://www.pilotfriend.com/aircraft%20performance/Mooney/47.htm. We have the same engine, but you may have lower gear doors. I do not. Your engine intake is better designed than mine. Mine is a real study in aerodynamic innefficiency. I have a doghouse surrounding my engine so as to channel cooling air. You have baffles just like the rest of the world. My oil cooler is on the front of the cowl. Yours is behind number 4 cylinder. We both have one piece winshields, but yours is more sloped than mine. As a result of these differences, and using the same engine as I use, you are 20 mph or so faster than I am. This help?
    1 point
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