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Showing content with the highest reputation since 12/17/2019 in all areas

  1. 19 points
    Mr. Tom Hunnicutt and his lady, Jackie. I have extended an invitation for them to come to the Mooney Summit VIII. I was honored tonight to have dinner with these amazing people. Thanks again Tom for saving Mark Brandemuehl and allowing him and Jenny to have just a few more months. Sent from my Pixel 2 XL using Tapatalk
  2. 13 points
    Hey folks, Thank you all for your advice and replies. I got two more data points from different a&Ps who both said this is not a big issue, can be stop drilled but not an airworthiness issue.. so I went ahead with the plane. I'm now a Mooney owner! Adi
  3. 10 points
    I'll tell one more "short" story that is more apropos to your situation. NYE 2014 I took my wife to Philly for the holiday. I was told to "keep my speed up" shortly after being vectored onto about 2 mile final for 35 at Philadelphia International Airport. I'm descending at ~160KIAS and I maintain that speed on final. As I cross the bank of the Delaware River I see a SW737 off to my right on the approach for 27R getting bigger and bigger. At halfway across the river on about a .5 mile final I can see this is not going as tower had planned it (likely due to my left-right cross wind and the 737s headwind which was high teens gusting into the 20s). Tower says "Mooney 39Q, this is not going to work...can you make this a left base for 27L?" Now I could have tensed up, gotten pissed because of his error and requested vectors to a different runway. However, the winds were more favorable to 27. The threshold of 27 was about a half mile off my current track and the 737 certainly wasn't going around. I replied "Affirmative on 27L for 39Q, always happy to help". He thanked me and cleared me to land 27L. I made the first reverse high speed turn off. I received another genuine yet unnecessary thank you before being handed to ground. I was then given unsolicited progressive instructions all the way to Atlantic with every transmission ending in sir and a final thanks before transitioning to the non-movement area. The moral of the story is that no matter who pooched the situation, the best course of action is almost always to calmly help resolve it while being as gracious as possible. You'll find more often than not you get treated like a pro. While this event was rewarding for me as a pilot, I've been flying into Bravo and Charlie airspace for decades. The real benefit was that my wife of one year was in the right seat listening to ATC professionals at a major International Airport acting graciously towards her husband. I would say that event had a huge impact on her comfort level in the airplane. If I had stressed over it and gotten bent out of shape she would have a different view of me. Also got a cool pic of the sunset on the Delaware river as we turned final...
  4. 9 points
    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
  5. 9 points
    Just picked up Lolita from Lincoln Skyways. Fantastic job by Byron and his staff. While there, had a new Hartzell Simitar Prop installed. They did a Dynamic Balance - smooth as silk, and, I picked up 4-5 knots. With the 2 new G5s, I've now over improved her for more than she'll ever be worth to someone else - but not to me. She's perfect! Thanks to Byron. I highly recommend them. Merry Christmas and safe travels to all.
  6. 8 points
    Hold on.... This is sounding an awful lot like a touch and go, which I have heard rumors on MS that it is either 'no big deal' or 'dangerous and leads to accidents'.
  7. 7 points
    Well, the new panel is starting to take shape. Going from this: To this: To this IPad mini will become my "MFD" mounted on the RAM mount. In addition, I am installing Whelen Orion 650 strobes, a 406 ELT, wrapping the yokes with leather, replacing the carpet and touching up the interior panels (painting, fixing cracks etc.) Next up and prewired for it, is the Garmin GFC 500 (when Garmin gets it approved for the F) and a GNC 255 (will replace the GNC 300XL).
  8. 7 points
    No obligation but It's a good idea for them to defuse a situation with a conversation no matter who is calling who. I have witnessed a number of ATC screw ups (the number pales in comparison to the number of pilot screw ups I've heard). I have had some interesting interactions with controllers over the last few decades. Last year I departed from Annapolis (inside the DC SFRA) I was northwest bound for my home base. After take off, I could not get a word in on the freq for about 3 mins as the controller was as busy as any I've ever heard and was not pausing in between calls. I was squawking the correct code and waiting patiently. In the midst of the staccato ATC calls the controller barked "N6339Q are you on freq?". I replied that I had been on freq since since departure and waiting for a brake to check in (I am not a shrinking violet on the radio he was just that damn busy). He politely tells me that I should have checked in immediately upon departure. I replied that my only option would have been step on existing transmissions (there were several blocked transmissions while I was waiting). He curtly repeated his original statement and cleared me on course heading. Two sectors later with different controller as I am departing the SFRA I get chewed on freq for the earlier incident. I was lectured about flying in the SFRA without establishing radio communication with ATC. This controller who was not on the freq in which the problem occurred and is talking down to me like I just decided to fly through some of the most restricted airspace in the world willy-nilly.... I thanked him for his opinion, reiterated my familiarity with the rules and restated the challenges with the first sector. I then told him that I would be happy to escalate things and asked for a number to call the Potomac TRACON supervisor so that we could go over the recording together so I might learn when I should have transmitted. He gave me a number. I read it back. He confirmed... I called after the plane was put away. The number given was for the Florida Budget Cruise Vacation hotline... I thought about looking up the correct number and calling but I appreciated the prank so much that I let it go...
  9. 7 points
    Sorry, but I am wondering why there is even on thread on this. “I shoulda been first.” Controllers make mistakes. Pilots make mistakes. Controllers help us stay out of trouble. We help them stay out of trouble. They are not our enemies, we are not theirs, and if the day comes when you have to declare a real emergency and get their help, you will be glad of it. Flying is not an ego contest. Most of the Mooney pilots I know are pros, its not a big deal for them to do a go around 10 feet off the runway. This isn’t worth a discussion.
  10. 6 points
    My left Bendix mag failed in flight when I was far from home, leaving me to fly home commercial. Rather than replace it with a conventional mag, I got it swapped it for a Surefly, which I had planned to do at annual in couple weeks anyway. Here's a PIREP: Install: - 4 hours labor seems pretty reasonable for just the mag alone (I paid more because of issues noted below) - It can go on either side, but put it on the left to derive the potential starting benefits. - It needs a manifold pressure input if you want variable advance timing - closest MAP input for me was from #4 cylinder head. - It needs a power input – taking it directly from the battery positive terminal itself was easiest for me, since it is right next to the left mag in the C model. - There is a fuse in the power lead provided with the mag. - Note there is a very slight continuous current draw from the Surefly even with the master off – they recommend a battery tender if the plane is sitting, so it’s perhaps not a good option for aircraft living on the ramp. -Bendix mag harness had to be changed to a Slick harness on the relevant side (extra $300 for parts and +2hrs labor) -Pitfall – NOBODY stocks half harnesses (for just one side), so order well in advance if you need to change a harness or you will have to pay for a full harness. -Pitfall – Know how your existing harness is routed before the install starts (mine weirdly had all the bottom plugs running off the left mag and all top plugs of the right). I would have left it the same way had I known, but the installer ended up rerouting the right harness to create the “correct” harness installation on both sides (another 2+ hours labor). Performance: -My first startup at about 50F temp without preheat on my carb’d engine was a snap. Temps <=50F usually take a bit more effort for me. -My mag drop at ground runup on left is slightly less than before, suggesting improved ignition on the left. -My first flight was at 7500 ft, WOT (MAP 22.7), 2500rpm. There should be some extra timing advance at this power. I did notice that I could lean to 8.5gph easily without roughness, whereas I can usually only go down to about 9gph under these conditions. The only problem I see so far: When switching from right (conventional mag) to left (Surefly) during a mag check, there is a slight but perceptible lag between turning the ignition key and the Surefly generating spark. This lag did not create an issue during standard ground runup. However, it caused a definite backfire during a subsequent in-flight mag check at the cruise power settings noted above with the engine maximally leaned out. I suspect this issue will preclude me from doing in flight mag checks, or at least force me to do them at lower power to avoid beating up my exhaust.
  11. 6 points
    On Thursday at 1030 am I loaded up the ski equipment and flew about 180 miles to mount poconos...picked up an Uber ride to camelback mountain resort...purchased a season pass for over 65, and skied non stop for 2 1/2 hours and caught an Uber back to the airport so I could fly back during twilight....”flew my Lear jet to Nova Scotia..to photograph a total eclipse of the sun” mooney freedom!
  12. 6 points
  13. 6 points
    This is an order of magnitude more in price, but works great with a laptop computer or Android device as your display: https://www.amazon.com/gp/product/B00GY7C9ZW/ref=ppx_yo_dt_b_asin_title_o00_s00?ie=UTF8&psc=1 Cheers, Rick
  14. 5 points
    So Im going to do a @carusoam here. Noone knows the financial structure of Mooney nor Soaring America, nor the Chinese investors of the same Noone knows why the Chinese bought into Mooney into the first place Noone knows what political motivations there were behind the purchase and there may have been MANY Everyone is thinking like a westerner...Ive put money in so I want a return on my investment. Are we sure that's the case here? Noone knows whether the Chinese just wanted to have a foothold in the USA and didn't care about the money. Thoughts only....I'm just a management consultant whose worked in almost every country in Europe and Asia, what do I know. Andrew
  15. 5 points
    Hi Kevin, we simply out grew PCB with the number of people that wanted to attend, and we couldn't allow because of space constraints. Then the no shows precluded them being able to at the last moment. We really debated on the non refundable registration fee of 99 for 2 people, but with the uncertainty of any support from Mooney, the vast commitment of money to have a lager conference facility, etc, we decided it will be on all of us who want to have a Summit make it happen, and totally reasonable to ask that the attendee's put some skin in the game. It will be up to each of you to judge the value proposition, knowing that even if you do not show, the money you spend for registration will go to put on a Summit and aid downed Mooney pilots like we have so deeply last year. I dont believe there is another charity in existence that puts it all back into the group that funds it like we do, all without pay or expenses ourselves. I do hope you see the value of the Summit, your commitment to make it, and change your mind. You are always such a delightful addition for everyone at the Summit.
  16. 5 points
    Well, lemme see... ....easier to fly and land than my Bravo.... ....300 KTS at FL280.... ....quiet and smooth.... ....I had a bad case of perma-grin afterwards
  17. 5 points
    They also finally updated the app so that you could direct donations from purchases made in the app. Previously you had to put it in your cart if shopping on your phone, and then open a browser on your phone and go to the smile.amazon page to complete the purchase. In the app click the three bars at the top left and then scroll down to "Settings." Under settings tap on "AmazonSmile" and set "Mooney Summit Inc" as your charity. All purchases through the app will now contribute to the Mooney Summit.
  18. 4 points
    I realized this morning that visiting Mooneyspace is like having my twice a month morning breakfast meeting with my retired airline captain friends, except MS is daily [if I wish!]. At our pilots breakfast, we talk about all kinds of things. And since one of my friends is a retired United 747 captain and long time Mooney owner/pilot, the conversations can quickly turn to stuff about our Mooney airplanes [we do have a Cirrus owner amongst us, so that's always fun!]. As with any passion, and the particular organizations of which we choose to partake, whether its airplanes, boating, sports cars, motorcycles, music, etc., it is the people that make it truly special. Admittedly a slow learner in some areas, it wasn't until my first visit to AirVenture in 2008 that I finally realized this. It was the like mindedness, the camaraderie, the respect, and the passion of it all from the people there that made AirVenture so very special to me. Just like my pilots breakfast friends and just like Mooneyspace ! As I continued to read the Vintage Mooney thread on the door handle replacement topic, and all the associated input from so many on how to skin that cat, it came to me again, just how valuable, fun and exciting our Mooneyspace really is..........such knowledge, information and creativity from everyone! So, it's the daily "pilots breakfast" for me in the morning, at noontime, during the evenings, late at night, or just whenever....... here on Mooneyspace. It is the people and I do love Mooneyspace !
  19. 4 points
    Like most things in the Mooney it is standard industrial parts adapted to aviation. If only someone had a picture that would lead to a clue. OMG then a little Google FU. Turns up Boston Gear https://www.bostongear.com/ Which does drive reduction and right angle drives. Someone should chat with them. Ask how they identify their drives and then buy a bunch of gears.
  20. 4 points
    FIXED! So, for those of you following this and those who offered opinions as to what was wrong, here we go. The consensus (including that of my A&P/IA) was that it was either an induction or injector issue on #4. After pulling all the cowling as well as the doghouse, I pulled the #4 injector and gave it the acetone spa treatment. I did notice that there were black particles floating in the (CH3)2CO the next morning. I replaced the injector (don't worry, this is all under supervision while I work on my A&P merit badge) after getting a very positive baby bottle check (full throttle/MP squirting into a jar using the boost pump). I buttoned up the top and then I checked the intake pipe on #4 and was able to do the ‘click seat’ on it, which means that it had possibly loosened and was the source of the issue. Then I found the bolts on #2 ‘less than tight’ (can’t say they were loose). I read somewhere that those bolts can loosen over time. Having hit both the potential problem points, I put the lower cowls back on and proceeded to the full-power test. This was soooo satisfying as she went up to FP just like she should--no stumble! All that is left is the flight test, and frankly, I think she's back. Oh, the data dump from the static test showed a 0.2 GAMI spread. Those two cylinders are dancing cheek-to-cheek now and 1 & 3 are keeping up with them.
  21. 4 points
    Kinda late getting back with you, with the top latch adjusted correctly made a HUGE difference in cabin noise. Went up this morning spent 1.7hrs with my CFI and he made several comments on how much quieter it was which reminded me that I hadn't reported back. Today I also removed my headset which I hadn't done post adjustment and it wasn't too bad
  22. 4 points
    I know many spouses that will not fly with their pilot SOs. I think it's often about a single event that sets the tone moving forward. I encourage new pilots to use the system and get comfortable with communication in busy airspace. No better way to sour a spouse on flying than trying to take a trip somewhere and needlessly making a fool of yourself in a stressful situation. I also tell them to challenge themselves frequently but do it solo. No one wants to see their pilot looking uncomfortable.
  23. 4 points
    Let me just say I’m disappointed in my brethren, y’all are flying too slow, we should be asked to slow down! [emoji1] Tom
  24. 4 points
    I faired all of the ribs and stringer lines in the front half of the wing on my airplane. He probably used about a third of a gallon of a Epoxy and microballoons, which weighs about 5 pounds, and we sanded about 80%-90% of it off. And a gallon of Sherwin-Williams epoxy aircraft primer. So I would say there’s less than 5 pounds on the wings
  25. 4 points
    For some reason could not add text to pics above . Well we got a break in the weather yesterday and today so we got Snoopy out for some Santa sleigh ride shopping to STS yesterday and VCB today. I have to say Sonoma Jet Center continues to impress. They were very busy and the courtesy cars had just gone out ahead of our arrival. They arranged a lift ride for me and my wife down town and then got us another ride to return to the airport and covered the cost of both trips. Above and beyond good service. Nice flights both days without any problems other than the crowds at the mall. Living in the country you lose tolerance for critical mass but was nice to see so many people out enjoying the holiday season. Merry Christmas every one and wishes for safe travels throughout the season.
  26. 4 points
    Hey I recognize that glove box. Panel looks great by the way.
  27. 4 points
    I think the real value of composites is in the area of drag reduction: Smoother wings and complex air-friendly shapes for fuselages. There are also a lot of negatives as has been pointed out. It’s interesting to contemplate a clean sheet design for a vintage airplane. The problem is that the old designs weren’t that bad, so improvements in an airplane like a Mooney tend to be incremental rather than monumental. It’s tough to sell a plane that is 10% better at 5x the cost of a used one when the used ones are plentiful. What GA really needs is some breakthrough that drastically reduces component and manufacturing cost without depending on high volume production. Skip
  28. 4 points
    If it were me I would probably apologize to the controller and buy him pizza next week. He knows he screwed up. Didn’t need the phone call from you to let him know that. You do more for your long term relationship acting like a professional than you do rubbing his nose in it. Being a controller is a hard job and most of them do an amazing job most of the time. They’re human just like we are (although technically Spock is half-human). What if the situation were reversed? If he had you call him to chew you out and tell you how badly you screwed up (when you already know you did) how would this affect your relationship in the future. What if he told you where the error was, how it happened, and how you could both work together to prevent it in the future? Would you have a different opinion? Situational awareness is your responsibility as well as the controllers. It not uncommon for me to say “is the separation adequate or would you like me to do something different” when I am concerned about what the controller is doing. They have always been receptive to it and I think it has avoided some uncomfortable and potentially dangerous situations. If this is somewhere you fly regularly, I would seriously consider making a peace offering. You may be surprised how controllers can bend over backwards to make your life easier.
  29. 4 points
    Did the same thing on the 9th. San Diego to Mammoth mountain. I call it my 5 to 5’s, leave the house at 5am and back in the house at 5pm. Nothing better than weekday skiing!
  30. 4 points
    I LOVE this site and would not change it for anything, even the search engine I can cope with. In the Uk (yep Im Andrew from Old England, @carusoam I love that description of me) we are having yet another election and as one of the party activists I spend a lot of time "arguing" on social media about our policies etc. (Sorry @oldguy and others who are friends of mine on fb and have to see this stuff). I come on here, there is no politics, just the best group of guys I could ever hope to meet. I can relax. I have posted articles, received loads of free advice, free comfort and calming voices, been defended vigorously when someone decided he did not like a part of my life (I'll never ever forget that, THANK YOU), entertained visitors to the UK when they are over for work trips, been looked after and cared for when I am over there. Ive even acted as a post box for someone's motor cycle parts and was extremely happy to do so. I have never had such companionship in all of my life from a bunch of people I am happy to call my friends. This is a great site. Andrew
  31. 3 points
    Here's what I think is happening. The XW/TW are shown relative to your aircraft heading. GS is NOT relative to your heading, but rather your track along the ground. Using the Pythagorean principle I get the wind to be 102.6 knots (wind2 = XW2 + TW2). Using sin(offset angle) equals 27/99 I get that angle to be 15.255 degrees relative to your heading. Taking your heading to be 061 degrees, that makes the wind roughly 046 degrees at 102.6. Taking the angle between the wind (046) and the track (080) I get 34 degrees. Velocity made good (VMG)/Actual wind = sin(34). Take that times the wind of 102.6 and you get VMG due to the wind of 57.37 knots. Looking at the HSI, it looks like you have about a 19 degree crab due to crosswind (80 - 61). Using cos(19) = TAS/VMG, I come up with 235 knots of your TAS actually pushing you along your route. 235 (due to TAS) + 57 (due to wind) and you get 290 knot GS. Good enough for government work.
  32. 3 points
    @alextstone - thanks for seeing this through and especially for reporting all the steps. I'm sure many folks will be spared much anguish and frustration.
  33. 3 points
    Keep in mind that there is one principal investor from China that made her money (billions) in commercial real estate and construction. There is not a Chicom government component, at least not on public display, like AVIC with Cirrus, Continental, etc. Mooney makes up a very small portion of her portfolio... Which worries me in that the lights could be turned off and she could simply walk away without feeling a need to mess around with selling anything to someone that might find value in what's left. There's likely been more than 200 MM poured down the Mooney hole with little to show for it thus far, and I can't imagine the scraps are with more than a few percent of that today. Sent from my LG-US996 using Tapatalk
  34. 3 points
    After putting it off for several years I finally decided to adjust the cabin door, it now has a very positive over-center and holds the top latch secure. Since I’ve owned my Mooney the door has never really had a positive feel when rotating the interior handle forward to latch the door closed and the exterior handle always stuck out farther than I thought it should have. I’ve never had the door come open in flight but I did get a ton of wind noise around the top of the door. Another thing that I didn’t like was having separate keys for Ignition switch, Cabin Door and Baggage Door. I didn’t take any photos but I do have the drawing out of the Parts Catalog along with a few I did for replacing the Door locks. The following drawing is from the 1965~1967 M20C, 1965~1966 M20D, 1965~1967 M20E and 1967 M20F Parts Catalog. The first thing was to remove the plastic cover from the cabin door, and in typical Mooney fashion I ended up with a pile of screws. After the cover was removed and the door open I was able to find part of the problem, there was pink fiberglass insulation packed in and around the interior door handle up inside the door (Area “A”). Once the insulation was removed rotating the interior handle forward felt a lot more positive but still no over-center that I could tell. I knew my top latch needed adjusting due to the wind noise so I started there. The upper latch assembly (#6) comes out as a unit, start by loosening the jam nut on the clevis (#24), then remove the small screws that holds the assembly in place, there are 2 machine screws that come in from the top. Care should be taken when removing the cotter, washer and clevis pin from #24, don’t drop them in the door. Once the latch assembly was out I got a better idea as how it all worked, item #18 is a stop, keeping it from going to far over-center. I turned # 24 2 full turns in (shorter) and re-installed the assembly (#6). I could now feel in the handle it going over-center but it was more pressure than I liked. Removing #6 and turning #24 in 2 more turns did the trick. The interior handle now has a positive lock and the outside handle fits nicely with the door. With the door closed and latched I wasn’t able to pry the top of the door away with my finger tips as before and it felt very secure. The next thing was to look at the locks for the Cabin & Baggage doors. Ideally I want just 1 Key that works the Ignition and both door locks. I removed the lock assemblies from the doors but was unable to remove the cylinders to key them the same as the ignition. I stopped by a local Locksmith shop to see if they had any lock assemblies that could be keyed to my ignition key but they had just sold all 20 something they had in stock (figures). I stopped by Lowe’s to see what they had but no joy, Home Depot was my next stop and it was a score, Gate House # 0252974 looked like they would foot the bill but I wanted to make sure my original Bendix ign. key would fit the new locks. A clerk came by and asked if I needed help and told him I want to see if this key fit in that lock, he opened that package and the key went right in, plus the key cut was very close to mine. Once home I removed the cam which allowed the cylinder to be removed from the body. The way most locks work is the body of the lock has a keyway (these have 4) and the wafers/pins are spring loaded into that keyway, keeping the cylinder from turning (unlocking), when the key is inserted into the cylinder the cut of the key allows the wafers/pins to be pulled into the cylinder out of the keyway which allows the cylinder to turn. These were never meant to be re-keyed and the wafers were not removable. By inserting my ignition key in the cylinder I could see which wafers stuck up past the cylinder. The drawing below shows what I’m talking about. The wafers are brass and easily filed down to the radius of the cylinder allowing it to rotate in the body. Filing is done with the key inserted (fully), once they are filed down insert the cylinder with the key installed and check that it rotates freely in both directions completely. Once all the filing is done clean out all the metal filings and reassemble. I had to modify the cams to match the originals but its fairly straightforward looking at them side by side. Pay close attention to your old locks on orientation in the locked and un-locked positions, the new locks can be set by how the “Rotation Washer” is installed. Once I had both new locks keyed and correct (after a test fit & try) the cam is held on with a screw, which was removed and installed back with thread locker (loctite). As an added measure once the locks were in place and tightened I verified that they worked as needed, I then added several dabs of RTV on the nut/body/door skin and the screw/cam for safety. I now have 1 key that works the ignition switch and both door locks……..Hope I explained this well enough and if not shoot me a message and I’ll try to explain it better.
  35. 3 points
    The only problem with the “Ignore” button is the temptation to look at what stupid thing the ignored person said. [emoji1787] Sent from my iPhone using Tapatalk Pro
  36. 3 points
    I suppose most of the times I’ve had the keep speed up instruction I’m landing on a 8 or 10,000’ runway with an airliner sequenced behind me. If I come down the glide slope at ~130 kias to 200’ and chop power and level out there’s plenty of runway to slow to gear speed and touch down before midfield, no flaps. In all likelihood the tower will have what they need and allow me to slow sooner. What they don’t need is someone setting up a nice stabilized gear down and full flaps 4 mile final flown at 75 kias with a line of 737s behind him doing twice that speed. Sent from my iPad using Tapatalk
  37. 3 points
    I am surprised that this discussion has not brought mention of the LASAR FAA/PMA gear down lock socket. It is significantly improved from the factory part, with hard anodized aluminum instead of plain cast aluminum. Not to mention that far too many J Bar Mooneys have worn out sockets. I learned first hand that it is virtually impossible to judge the amount of wear on the socket when it remains installed. I was shocked at how worn mine was when I removed it and installed the LASAR socket. One of the reasons the J-bar can come unlatched without pilot action is when the socket gets too ovalized. The parts and labor to do the job should be under 1/2 AMU. Important, because a gear failure on a J Bar Mooney is almost guaranteed to result in insurance totaling the airplane.
  38. 3 points
    @Shadrach, great story! There’s nothing like unsolicited compliments from the controllers to boost your spouse’s opinion of your flying. I know some people just aren’t into flying and my wife has no desire to be a pilot, but she likes going places and feels “safe and comfortable” when she flies with me. I think the professional interactions I have with the controllers help with this. I sometimes wonder when people have family members that refuse to fly with them if some of it may have been due to the first impressions they got while flying and actions which may not have made them feel “safe and comfortable.” Act like a professional...get treated like one. What a concept!
  39. 3 points
    Where’s Clarence (M20Doc) when you need him? I’m sure if he was here, he would point out one or two things wrong with your plane. Sent from my iPad using Tapatalk Pro
  40. 3 points
    That is exactly what it is. It needs to be set to a certain setting and maybe needs a software update as well. They recently, a year ago or so, did an update to the 430W/530W to alleviate these issues with the G5s
  41. 3 points
    The story I hear from several sources is that they bolted 4X6 lumber on all three LEs and flew it. Supposedly it had no affect on the flight qualities (I'll bet they did one LE first). This was way before big computers and computer defined programs :-) Worst ice I ever got was in a 737 at KMDW from the OM to touch down. Went from 3,000 lbs per side FF to 4500 lbs per side FF due to the increased drag. 50% increase in FF. Filled the flap slots so I couldn't raise them after landing for fear of damaging them. 3 inches on the nose gear at the gate. It was a popsicle. No ice prior to the OM! No clouds prior to the OM. All undercast. Icing just isn't up in cruise. Ya gotta think going down also. FR and FF can be real killers. Either one usually grounds 121s
  42. 3 points
    Did pushing the mixture in decrease EGTs? Think of it this way. Piston speed is controlled by the prop control (RPM). The speed of the combustion event is controlled by the mixture control. It is not uncommon to see an EGT increase after a power change. I can’t speculate as to your exact power setting but I suspect that your mixture setting was such that the speed of the combustion event (flame front) had slowed to the point that it was still burning during the exhaust stroke which would push burning gases into the exhaust manifold. Going very lean of peak will cause the same scenario as will running on a single mag (slow flame front due to single point of propagation). Was airflow driving the prop at your descent power setting?
  43. 3 points
    So, a KFC 150 can be replaced (now) with an AeroCruze 230 that can be driven with a G500 TXi via a GAD 43e? Is it a slide-in replacement or tons of wiring? I have the perfect Mooney for this 'upgrade' case-study.
  44. 3 points
    That was really interesting. It shed a lot of light on how one goes about defining a set optimum parameters then designing to them. And that was nearly 30 years ago, so I’m sure there have been advances in design tools since then. Thanks for sharing it. Skip
  45. 3 points
    Yeah, Log is a giveaway, it did have a prop strike and NG damage. I spoke to the ex-owner and majority cost was in the new wing so insurance co. said no repair is cost effective. He took the money and bought a newer model. I mainly posted it so anyone can see how does composite wing structure looks like.
  46. 3 points
    Friends, I must admit that I'm overwhelmed with the replies you've given to the thread I started. This is what I adore in forae (like @Blue on Top...): To debate ideas and learn from the answers. A big Thank you to all of you! Carlos
  47. 3 points
    A little more background details that will answer a few questions that have come up. Conditions were night VFR. There was a solid overcast, but it was at 10,000 with excellent visibility below. I was flying solo with low fuel, so I was very light. My fuel was low enough that it was on my mind, but not low enough I was worried about it. I knew I had about 8 gallons on board for the first landing attempt. This is a really busy airport M-F 8:00-5:00 with very little traffic evenings and weekends. Being late on a Saturday night, no other planes came in during the 1/2 hour before I left the airport. I thought about saying unable and landing anyway. My struggle with this is that a go around is a normal procedure that any pilot should be able to execute, yet it obviously adds additional risk as evidenced by multiple accident reports. My mind immediately flashed back to the ASI Accident Case Study of the Cirrus at Houston Hobby. She had the same beginning to the chain of events that led to her going around 2 more times and eventually stalling and spinning into a parking lot. Her primary failure was retracting her flaps with inadequate airspeed, so I was ultra focused on keeping my speed up throughout the go around and making a good second approach. I do know the tower supervisor, so I may call him tomorrow and discuss the situation, apologize for loosing my cool, find out when the controller works next, and arrange to send him a pizza.
  48. 3 points
    Mooneyspace: “my stock C model cruises at 155 knots true.”
  49. 3 points
    This is airworthy if it is stopdrilled , You can not patch balanced control surfaces , regardless of balance , It is not an airworthy issue , it can be filled and painted if rebalanced , and you are not buying a brand new aircraft , Crowd surfing is not the place to get reliable info , ESPECIALLY here …. Talk to someone with an A&P and even an IA ….
  50. 3 points
    The best Article I've read on assertively interacting with ATC, by Mike Bush is below. After reading it, now what would you do again in the same circumstance? Let's Make a Deal.pdf

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