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Showing most liked content since 10/17/2017 in all areas

  1. 20 points
    Just to let you know, there's a couple of us Mooney folks here in Santa Rosa. We have all had a horrific week in Sonoma County. The unthinkable happened in the early hours of Monday evening as a firestorm sped from Calistoga over the mountain into the heart of northern Santa Rosa. My wife and I were awakened by a neighbor for an immediate evacuation with a firestorm raging on the hill just above our neighborhood. The smoke, flames, explosions, severe wind and the roar were unbelievable and what I would describe as evil. My wife was injured trying to wake an elderly neighbor and required an ER visit but our hospital seemed to be on fire as did all of Santa Rosa. We left with the clothes on our back and our cat. We were certain we would lose our house. As we became refugees our day was filled with anxiety as we grasped the reality of losing "our stuff." Remembering that I had webcams it was late morning when I saw that, unbelievably, our home had been somehow spared. We actually felt guilty about that as so many of our friends narrowly escaped with just their lives in Fountain Grove, Coffey Park, and Larkfield/Wikiup where we live. One of our Mooney brothers, M20D6607U, lost his home as did many members of his family. So many families had multiple members in these neighborhoods. You would think when something like this happens you could stay with relatives but when every family member loses their home it creates a real dilemma. I am helping to run an evacuation and disaster relief distribution center and I connected with Ron personally today, getting him and his family some relief supplies, loading him up with everything I could from sleeping bags to Gatorade to toothbrushes and socks. He also knows and is helping several other families who lost their homes and we are supplying them as well. I know he's going to be upset with me for telling you all this but I thought it would be great if you left him some words of encouragement. I'm not sure when he'll see this but at some point I'll tell him what I did unless he busts me sooner. He's a great guy with a heart of gold. All of our Mooneys are safe. The airport was about 2 miles from the fire and has been a base for Cal Fire, National Guard, and several GA relief efforts as have the smaller airports near us like Healdsburg, Cloverdale, and Petaluma. There is a sizable TFR overhead of which a small chunk was left open for KSTS in case you're flying in here. When faced with the possibility of losing your home and everything in it, you often wonder what you would take with you. When the evacuation is immediate and dangerous there is no time or decision making. You leave it all. We snuck in past the barricades the second day as the fires were still raging next to us, expecting our home to be destroyed. My wife and I looked around and wondered what we'd pack into our van. All we took were our important papers, old video tape of our daughters, and a couple extra changes of clothing. We left everything else. The night before, when we were convinced we lost everything, we let it all go. It was just stuff at that point. We had each other, our friends, and we were safe. What we used to think was so important now made us feel embarrassed. The new sofa we took so long to find, the perfect giant HDTV, the piano, and on and on and on. It was just stuff. It wasn't important anymore and it seemed a hinderance. On this second trip in all we brought out was a laundry basket with very few things. The van was empty as we headed back to the shelter and we walked away from our home with no regrets. Lean-of-peak vs. rich-of-peak didn't matter anymore (hahaha). Neither did politics, sports, or any other argument or opinion. It all seems so petty now. I drive through the burn area on my way to work every day. There's no way around it. The familiar landmarks that defined my neighborhood are gone, obliterated. I'm hoping that visible scar on our community will be a constant reminder to not get caught up in the "stuff" trap again. Family and friendships are what's important. Giving to others and serving your community, being generous and grateful and all that good stuff, that's what's important. -Scott
  2. 17 points
    Hello folks, After much planning and some shopping around I bought a nice 74 Executive a week and a half ago. We bought it from a gentleman in Colorado Springs and flew it hope to Dayton over two days taking the opportunity to do some sight seeing along the way. It was like a mini vacation and we started to get to know the airplane. It is pretty amazing. When I was doing my research I was looking at speed numbers, weights, fuel capacity, range and things like that. Now that I am starting to plan and execute flights the capability of this plane is just fantastic. I just transitioned from a Cessna 175 which was a pretty good traveler but this Mooney is great! It feels good that my research paid off. I have a fully IFR outfitted traveling machine that makes good time and uses relatively little fuel to do it. I'm excited! Gerbil
  3. 12 points
    Since the inception of The Money Flyer way back from May 2012, I have read every single magazine online. Each edition has fresh information and tips and techniques which are timely and appropriate for the beginning Mooney owners as well as the most experienced pilots. This is a product of the hard work of Phil Corman from California. And the reason I recognize him is because, like us at the Mooney Summit, he provides his product completely for free. Yeah, he might get a few dollar from advertising, but not nearly enough to defray the cost of the man hours this requires. He and Jim work on the magazine full time and has about 10 contributors to help in the contents. This is no easy job. Especially when you have another job to do so he can pay the costs of producing The Flyer. Speaking with Phil today, he thinks like Mike and I. We love the Mooney community and love to make better pilots through education. So keep up the good work Phil and keep making the job of flying Mooney's more interesting, safer, and entertaining. Ron Dubin
  4. 12 points
    I’m partial to an 80% nitrogen mix...
  5. 10 points
    Well, I've gone and bought myself a plane. Been doing research on what I wanted for my mission/budget for a couple months now, and came across this beauty in my price range. Took a test-flight in her and fell in love. This aircraft has been very well taken care of, too. Couldn't be happier. Now just to knock out 10hr of dual instruction so my insurance will let me fly it... Got two pictures right now, I'm sure more will be forthcoming.
  6. 10 points
    I learned something today working on Matt's cowling. I am able to kee the ram air with some minor tweaking of a flange to make it fit my new lower cowling piece. We'll be able to see if the ram air makes a difference or not with the air filter moved into the high pressure area of the cowling. The real challenge with keeping the ram air is hooking up the under cowl air filter box to the original air filter chamber with the oil cooler in the original location. We'll get it but things are tight. I also installed my new carbon fiber spinner on my airplane and it fits perfectly!
  7. 9 points
    Being a Cherokee owner for 2 years has been fun, but I was always wanting to go faster. Mooney's quickly climbed to the top of my list because of their speed and economics. My story starts this past May as I was finishing up an instruction lesson with a owner of a Saratoga II TC. I mention to him that I was in the market looking for something faster, like his Saratoga. He says, "follow me" and we walk across the small airport together to another hangar way in the back. He walks up and points to a 1 inch gap in the door and tells me to "take a look." What I saw was a Mooney M20J 201 sitting in the corner of the hangar that hasn't been flown in a very long time. I took down the N# in attempt to find the owner and ask what the status was of the airplane. Here is what I found: The owner had fallen very ill 10 years ago and stopped flying until he got well. Unfortunately his illness progressed up until he passed away this past June. The airplane has been sitting for 10 years now in the corner of this hangar. He was the original owner of this 1977 201J serial #0017 all these years! It was a delicate and lengthy process all summer long with the now widow who had just inherited the aircraft. She finally gave me the "green light" in September to do a Pre-buy inspection to find out the value and what it would take to make it airworthy again. I contacted the MSC at Freeway airpark, MD and the mx guys came over on a Sunday to do the inspection. (great guys) 2 cranks and it fired right up! Put it up on jacks and the gear swung nicely. Here is what the conclusion was: No corrosion on roll cage. No rust of corrosion on the camshaft. Both fuel tanks leak. Brake system needs complete overhaul. Pilots seatback is cracked and needs repair. Top end overhaul recommended. Fuel pump leaking. Needs rubber gear pucks. I made a offer and the lady accepted! The best part: 958hrs TTAF Any mooniacs around the Delmarva Peninsula area I can meet up with after I resurrect this J? KCGE Its Mooney Resurrection time!!!
  8. 9 points
    It was a beautiful weekend in the Great Lakes area. My daughter was visiting for the weekend. I dropped her off in Buffalo to catch a commercial flight today. We had a little time, so we took a little detour on the visual to runway 14. I appreciate Buffalo approach for making this so easy. I was IFR and just asked for a vector that would take us over the falls on the way in. It wasn’t exactly on the way coming from Erie (KERI). I was given a decent to 4000ft and once near the falls was cleared to maneuver at will and traffic was pointed out to me. There were a couple of VFR aircraft in the falls circuit at 3500ft. They said just give a call when I was direct Buffalo again. We didn’t have that much time to hang out there, but it was a great day for a few pictures. Brad
  9. 9 points
    Flew my little cancer buddy down to Grand Rapids MI from up in the U.P. for more chemo treatments. The Airlifeline Bonanza was down for Avionics maintenance and my Lancair is down for a final bodywork push before going to my painter. Caleb was disappointed we weren't taking the prop-jet but was still happy they didn't have to drive. Tom
  10. 8 points
  11. 8 points
    JD and his Metal guy are coming to inspect the corrosion. I will keep you all updated.
  12. 7 points
    I did it and bought a 74 Executive last week. Its a really good plane and I am excited about flying it. Since it is an "older" model I'll probably spend most of my MooneySpace time here but if you are interested I posted to the general board with a little more information about our trip home. As you can imagine I am going to have a lot of questions coming up. I am getting used to the new handling characteristics and I have some bugs to work out of her. She hasn't flown much over the past few years. I put more hours already than she has had over the last two years. I am looking forward to many years and bunches of trips with this plane. It's great! This forum has already been a huge help to me. Thank you all. Gerbil
  13. 7 points
    Flew from Taos to Las Vegas via the Dragon corridor today. Thanks @gsxrpilot for the suggestion. That route takes you over the Colorado 4 times. Spectacular, BUT I’ve done that now. I’m sure that the engine sounded a little off each time we flew over the edge, similar to when we fly over lake Michigan in the winter. The mind plays tricks....
  14. 6 points
    @EricJ Wow, just wow. I'm sure coming from Arizona you never thought water would cause so much trouble. I have the opposite issue of forcing myself to sump the tanks every time. In four years and two different Mooneys, I've never seen any water in the sample. I've given up on gascolator completely. Of course the airplane rarely spends a night outside. And the O rings get changed every hundred hours (couple of times a year) religiously. I think I'd be afraid to fly if I was draining water regularly out of my tanks.
  15. 6 points
    If I had any appreciable amount of water contamination, I probably would opt to drain the tanks completely by removing the sumps. I think if you polled Mooney owners, most of us would say we don't see water in the tanks and if we did, something isn't right. In the 26 years of ownership, I have yet to find water in the tanks.
  16. 6 points
    The sad truth in this is if you were given these airplanes for free you would have to spend more than they're worth to get them airworthy. Unless you were an A&P of course. Then you'd still spend more than the airplane is worth, but not quite as much.
  17. 6 points
    Reaper's Wrecking Crew
  18. 6 points
    I recently swapped out my Hartzell prop for the MT composite 4 blade and have had a chance to fly it a bit and thought I would post a report on what I have observed. Special thanks to Erik B. and Scott S. who provided me counseling on their experiences. By the way, my Hartzell is listed for sale with a complete overhaul. Buying Process - I ordered mine from Flight Resources. The delivery took 4 weeks, 1/2 down up front and 1/2 when it ships from Germany. You must have the prop shipped to a MT authorized prop shop for final assembly. I had mine shipped to Jordan Propeller in San Antonio. From there, the prop shop can deliver the prop to your A&P for installation and balance. It is recommended that you have the prop balanced. The spinner is a composite material and I had mine painted Matterhorn White to match the plane. Years ago most piston props were delivered with stainless leading edges. The restrictions to paint choices in Germany had many MT props shedding paint. The turbine application is for a nickel leading edge which wraps around longer and covers more of the prop. Also the paint formula has been modified and is much better in regards to wear and tear than the earlier props. Today, most pistons (like mine) have nickel edges and the new paint formula. Sound and Ergonomics - as mentioned elsewhere the prop is very quiet and smooth. It is German so I will say it is similar to driving a German engineered car. There is a certain smoothness and solid feel that I seem to get in the Mooney. Not to take anything away from other manufacturers but the prop does seem to maintain tight tolerances that are felt in the plane. Taxi, cruise and all aspects of flight seem to be much more quiet. Performance- I have one trip of 4 hours each way to pirep the prop. Takeoff performance is better although I do not have the hard data. The transfer of power from your power adjustments is instantaneous it feels. Moving to full throttle has no spool up time, its just gets there. Same for power reductions. No over speed conditions. I am still trying to get before and after take off distances and climb. Today I was climbing at 1100 fpm at 120 knots and 2500 rpm. I saw 700 fpm at 145 kts, 2500 rpm in a cruise climb. In cruise it is hard to tell but I think it may be the same speeds. I have logged many speeds and at some settings I was a knot faster but at others I was equal to the Hartzell. I do not feel I lost any speed with the 4 blades. 9000 ft, LOP -30, 12C, 21.6MP 2450rpm 12.9 gph at 171kts 9000 ft, ROP +100 12C 21.7MP 2450rpm 17.2gph at 177kts 8000 ft LOP -40 11C 22.5MP 2450rpm 13.6gph at 172kts 8000 ft ROP +100 11C 22.6MP 2450rpm 17.8gph at 176kts I am still getting used to landings. I have to carry a bit more power now to maintain 80kts on final. It used to be 12-13" and now it is over 13". The prop does seem to have a kind of braking effect when you twist it to the stops. I slow down very quickly but if you twist it to the stops while flaring it will stop flying so a lot of the float has been eliminated. Weight and Balance - Empty weight dropped around 30lbs and CG moved about 1.25" aft. (I left my POH in the hangar so don't quote me on those numbers) I put together a video to show the sound inside and out and also the look. Be gentle with me, I am not a producer. Russ Russ
  19. 6 points
    So some friends wanted to meet up in St. Pete for some dinner and walk on the beach. Mapquest says 3 hrs 30 mins. Skyvector says 55 minutes. So away we go! VFR on top. 8500ft near Crystal River. 147KTAS. Descending into St. Pete Great little place, got Tampa Class B clearance in and out. Going out was kinda scary, took off at 11pm on runway 7 with winds gusting 19. 30 seconds later, out over the bay, holding at 900 feet waiting on approach to give me clearance higher. Got 20 min north and sky cleared up, winds died down and temps dropped. Was chilly last night when we got back at midnight.
  20. 6 points
    I had an engine failure once in Colorado. I told ATC I was going to land at a dirt strip below me. About 3 min. after I landed 2 highway patrol cars, a sheriff's car, and ambulance and the entire Larkspur fire department came rolling up the other end of the runway. They seemed disappointed that I landed without incident... The Sheriff accused me of fixing the runway! He said they put mounds of dirt on the runway to keep the drug runners from using it. It was smooth as silk and I thank the drug runners for fixing it but I didn't do it!
  21. 6 points
    If it doesn't have them, shoulder belts should be the first upgrade. Used engine monitors come up from time to time and help keep the budget in line. Clarence
  22. 5 points
    In my T210 I carried a portable bottle & used it for the copilot/passenger so they were using a separate O2 system while I used the internal tanks. I'm not an advocate of FL flying in unpressurized aircraft. 17,000 is considerably less risky than 25,000 should O2 fail, and you have a much longer time of useful consciousness to detect a fault. The TUC tables are likely based on fit 20-30 year old subjects, not 60-somethings like Dr. Moir or me.
  23. 5 points
    I don’t look at it as owning a plane, I consider myself a caretaker for the next owner. It’s up to us to keep these birds in the best condition we can for the next generation of pilots.
  24. 5 points
    Flew our Mooney up to the Rome Georgia airshow today. She sure got a lot of attention as a static display!! Blue Angels took OUR picture Lol. Only one other Mooney there, a beautiful E. I had a ton of work done this annual. She runs so much smoother now. A real pleasure to fly. New cylinder, GAMI’s, new gear pucks, new 40/1 gears. Only thing left on this bird will eventually be a tank reseal. Jason
  25. 5 points
    Return route: Tonapah, NV for fuel; overnight at Klamath Falls, OR. Tonapah was WWII P-39 training base. FBO owner who fueled us said the Russians still hate us for sending them all those Airacobras. Flew right over Crater Lake.
  26. 5 points
    Great party! Seth did a great job with the outdoor cooking. A master of the propane BBQ! One of the other guys on the passenger side wing is Paul, a NJMPer. Tim C also brought a guest. Standing up on the wing was a bit funny at first... but when you see a cross section of the support structural parts that are inside the wing, you know it will take a lot of force to make it fail... It was really great to actually fly to a Mooney fly in. The first time I met all these people at a fly-in, I drove a Chevy.... or went with Marauder, or flew with 201er... Weather was great, food was fabulous, Mooney people are spectacular... It didn't take long to forget it was a wake. God bless that little E, and thanks for bringing us together for the day.... Best regards, -a-
  27. 5 points
    Ah she's a sweetheart though. Today we flew down to Williston to watch Jason Schappert's presentation on crew resource management. Free pancakes! Going through my logbook, I have 150 hours in my plane so far. That's not bad considering with the exhaust, alternator, and governor, its been down for about 6 months collectively. So averaging about 200 hours a year. I need to get my IFR cert done and finish my IFR training.
  28. 5 points
    Thank you everyone for your input. I've settled in on a plan of action. Some will agree, some won't. Let me preface with a few things. I have a good plane that meets my mission. It was great this summer to make I think 2 trips to Idaho, 4 to Utah, and a few to AZ, not to mention some local trips in the 150-200nm range. It's clean, corrosion free (as far as what can be seen) and the engine is sound. I will most likely have this plane for at least 15-20 years at which point if I trade up it will stay in the family for one of my sons to fly. (They have both expressed their interest in flying) So I'm not looking at "what will this upgrade get me when I sell" but rather "how is this upgrade going to benefit me." I think upgrades should be balanced with the value of the plane. While I appreciate those saying go with the 900 or 930, I am reminded of old beater cars I see that have stereo systems in them that are worth 2-3 times the value of the car and every time the base thumps I wonder if a fender is going to fall off... My plane is worth probably around $30k or so and as such I want to put in what will add the functionality that I want without going over the top. Current Round of Upgrades I couldn't justify the additional $1,400 for the 900 plus $1,500 in install costs over the 830. The 900 would get the old instruments out of the panel, but the 830 will do everything I want for about $3,000 less than the 900 (including installation costs). So, the 830 will go into the panel where either the CDI is or the #2 radio. I'll talk with the installer, my preference is to drop the CDI down and put the 830 on top which I think will require moving the intercom. I have an SL 40 coming which can go into the stack. This will give me a very capable engine monitor and a good radio (the 12D has some issues) and all of it without too much expense. I got hooked up with a great deal on the 830 and the SL40. Next Round - Sometime Next Year This one will be the bigger of the two upgrades to get me set for IFR training. My idea of IFR flying is going up or down through the marine layer here or just light stuff flying through the clouds. Check out Mikes video flying in the Bahama's for an idea of what I think looks like "fun, light IFR". Flying in the west during the summer usually means convection and during the winter usually means icing in IMC. I have no desire to ever fly "hard IFR" and if I ever found myself in that situation then it means something went terribly wrong in either my planning, execution of the plan, or both. For me, flying is fun and I'm not looking to ever replace the airlines. Flying in hard IMC conditions is not ever going to qualify as fun to me. The other reason to go after the IFR is because I have always tried to be a "lifelong learner" and after putting 130+ hours on my Mooney in the last ten months I am looking for more training. I'll keep my eyes open for some deals on someones used stuff that they pulled for an upgrade. I have an ancient audio panel so I plan on putting in most likely a PMA8000 to replace it. The Narco 12D will come out and a GNS 430W/480/530W or possibly an IFD440 will go in. Over on the left side there will be a clock going into the panel. Both upgrades should come to around $15,000 which I think is a reasonable number to take what is a good plane and turn it into a good IFR trainer. (It's already a great cross country machine).
  29. 5 points
    I've had my Bravo 25 years, making me one of the longest owners. Been through one engine and ¾ through the second. Have taken the APS course and installed Gami Injectors. Gami spread is .5. Having said that, I'm running ROP except on descent. No matter what the Hartzell rep said he's not flying the airplane and his life is not at risk. I don't like anything above 1625° TIT. Even with this conservatism, a couple of years ago I needed to have 2 cylinders overhauled due to leaky intake valves. Also cracked exhaust pipes coming out of cylinders 1 and 3 one time and 2 and 4 another. At midtime on both engines the turbo and waste gate needed to be overhauled. I always mouse milk the waste gate at each oil change. I fly at 75% power most of the time and usually at altitudes of between 15 and 17K. I maintain O2 sats no less than 96%. I won't be testing higher temperatures anytime soon.
  30. 5 points
    I wish I got the nickel leading edges for mine. But it did come with anti gravity properties.
  31. 5 points
    Don't worry about it. If your engine quits just coast on down and ditch in the river. A river rafter will come by and pick you up in the spring....
  32. 5 points
    I like it, I am going to try an experiment on the same day take off two times in as close to the same way as possible retract the gear at the exact same speed AOA etc and one time tap the brakes and the other letum spin and see if there is any difference in the amount of etffort it takes to put them up
  33. 5 points
    Out with the old an In with the new with a compact Hartzell(Aluminum Hub) Propeller, will get you on a first name basis with your local Propeller Repairman. As stated above, these propellers have no internal seal to keep the grease out of the places it’s not suppose to go. Just a couple shots per blade bearing assembly is all that is needed. The older Clamp style propellers don’t suffer from this issue. each clamp is its own. Nothing to overflow into. with the newer style propellers, the old school way of doing things(not saying it’s bad, cause it has worked for years) does not apply. Follow your Owner Manuals When servicing these propellers. The pictured Propeller is off of a C-210 that had been acting as a fixed pitch. Govenor had been traded out twice, an The engine was fixing to come off because the A&P was stating the oil transfer collar was no good. After removing one of the grease fittings my suspicion was confirmed( it blew out of my hand at 20mph as I was taking it out of the hub), Propeller had been over serviced, coupled with a leaky rear hub ORing that allowed pressurized engine oil to aid in the grease Hydraulicly locking up the Propeller. Cleaned the Propeller out, added a fresh set of Orings an she was good to go.
  34. 4 points
    I don't use camguard, but I came across this ad which may be of interest for those who do: https://aslcamguard.com/shop/ $18.71/16 oz.
  35. 4 points
    Boy, do I disagree with this mentality. Disposable planes for a disposable society? *Sigh. *
  36. 4 points
    Yesterday flew down to Palomar with my wife for breakfast. About a month ago they cut back the number of transient spaces to just five, so we had to park at Western and paid their $20 ramp fee. Food was good and the flying was nice. Full write-up here: Palomar for Breakfast @Raptor05121 was asking if ATC ever gets my tail number wrong a couple days ago. I think you sent that out to the universe Alex because they did again on this trip. Even with the pause I throw in they messed it up. I pulled the tower tape to get the actual conversation. Me: "Palomar Tower, Mooney 78-878." Tower: "Mooney 78378, Palomar Tower, enter right base runway 24, ident." Me: "It's 78-878 and ident, we are 8 miles north, north-east of the field." Tower: "November 378, number 3." I didn't bother correcting him because I knew he had my location on radar. However one minute later, moving along at a good clip in our descent, the Tower called us back up. He had been talking to other aircraft and with him calling the wrong tail number again I wanted to make sure that he was talking to me. Tower: "November 378, verify you have the airport in sight. Me: "If you are calling the Mooney it is tail number 78-878, yes we do have the airport in sight." Tower: "November 878, roger, fly direct to the numbers, runway 24, cleared to land." Me: "Direct 24 cleared to land, 878."
  37. 4 points
    In talking with Jeff, it sounds like the next step with the engine is to run it on the test stand for four hours on and one hour off every day; don't know how many days. Granted, it doesn't take into account altitude, but it should be a good stress test that simulates a typical flight day. Lots of details to work out, but if nobody ever challenged the norm, we would still be flying radials on airliners. This is the very nature of 'experimental' and I love it. I hope it goes as advertised, but if not, I'll take my deposit back out of escrow and move on. After all; nothing ventured, nothing gained.
  38. 4 points
    As a Mooney owner, I realize it is necessary to look down on airline travel...especially free airline travel, but I don't. When I really need to be somewhere, the airlines provide a degree of capable reliability that my Mooney never will. Ice and stormy weather make the Mooney too high a risk. Sure, I enjoy the Mooney for some trips, but if I absolutely, positively have to be somewhere, I depend on the high flying heavy metal....and free is good.
  39. 4 points
    I left Tuesday morning for Denver and arrived late afternoon Denver time. Visited my son Wednesday and the two of us flew home yesterday. Out was at 8500 ft. First stop and with plenty of wind on lading was LXT on the east side of Kansas City, about a 3 hr 45 min flight. From there I flew on to FTG in Denver. A little bumpy for the last 100 miles but not terrible. The runway was wide and long which was why I picked it as it was my first landing at an elevated airport. The visit was great as we toured Denver a little on Wednesday, had a beer in Golden and a nice supper in the evening with my son and his future wife; my son even picked up the tab. My son Adam decided to fly home with me so we planned to leave Thursday early, about 8 am. He wanted to finish a video interview he started several months ago with his 96 year old grandfather back in Cincinnati. Well, he had lots of cameras, tripods etc which he had estimated at about 50 lbs the night before but was probably well over 100 once he had it all together. Borrowed a scale from the FBO and promptly broke it. We had just fueled the plane the night before so had a full load of fuel on board. End result was we left my tool kit, the tripod, bottles of water etc behind as an insurance policy on not being over gross at 5000 ft. Finally heading home at 9500 ft we were cruising at a ground speed of 132 knots and 6.7 gph running lop. I was amazed at this but was afraid to keep it up so rolled it up to 7.4 gph. I'm pretty certain we could have made it home without fueling but I decide to stop at Omar Bradley field in Missouri and fill up at $3.75/gal rather than 5.22 at my home field. Left KMBY and up to 7500 where we picked up a heavy tailwind and 175 knots cruise on the remaining leg. Used flight following all the way out and back; that was great. Gas at LXT as 4.08, at FTG 4.48, at KMBY 3.75 and my home field 5.22.
  40. 4 points
    OK. Here it is. It's still a dream to fly behind. There is so much more that can't be seen in the photo; the stormscope, all the ADS-B stuff, the FS 510 and 210, the correlation of active and passive traffic that displays TargetTrend on all displays, the new Aeroled lights for taxi and landing that are unbelievably brighter than the regular 4596 lamps...
  41. 4 points
    Here are some of my numbers. I'm flying a 1987 252 with the TSIO 360 MB 210HP engine. I'm reading TAS from the Aspen and the engine numbers from the JPI EDM-900. Most are ROP. All are straight and level, on the autopilot, after some time given to settle in. I often take a picture of the Aspen/G5/JPI in flight which captures this data. TAS - Altitude - OAT - MP - RPM - GPH - %Power 170TAS 10500 10C 28.8MP 2480RPM 14.2GPH 73% 166TAS 10500 13C 27.3MP 2440RPM 13.1GPH 67% 181TAS 16500 3C 29.3MP 2430RPM 14.0GPH 74% 176TAS 12000 13C 30.1MP 2450RPM 13.7GPH 74% 190TAS 21000 -8C 28.4MP 2480RPM 14.4GPH 75% 204TAS 25000 -14C 27.7MP 2490RPM 14.1GPH 74% 176TAS 17500 3C 25.7MP 2430RPM 13.0GPH 65% 159TAS 14000 8C 25.1MP 2480RPM 9.4GPH 61% 185TAS 20000 -6C 25.0MP 2500RPM 12.5GPH 67%
  42. 4 points
    If a Jet asks nicely if he could cut in front of me I will always accommodate. If he tells me to get out of the way he can go #$%^ himself.
  43. 4 points
    Buy a 2nd airplane, be sure annuals are separated by 6 months....problem solved!
  44. 4 points
    Don’t let my wife hear this! I use the old equipment sales tactic for all of my discretionary upgrade purchases. It helps make the numbers “work out”.
  45. 4 points
    Thanks for the offer. I had written a reply yesterday but it got deleted with the rest. Definitely appreciate the thought though. I ended up flying into Front Range as it had two perpendicular runways to cover the potential wind problem and they were both incredibly long and very wide. Their 100 LL is under 4.50/gal and the tie down is $5 /day. I got in the air about 9:15 AM this morning, stopped on the east side of Kansas City, Lees Summit (boy was it windy) and gas was 4.08/gal, then flew into Denver Front Range. Did flight following the entire trip which was reassuring. Probably head home with my son Thursday morning. I'll post more when I get home. So far a great experience!
  46. 4 points
    "Visual meteorological conditions prevailed and no flight plan had been filed." Probable cause: the pilot's failure to file a flight plan.
  47. 4 points
  48. 4 points
    Why would you want to fly anonymously? Your airplane is already registered with the FAA with an N-number for everyone to see - if anything, put your airplane in an LLC where mail goes to a P. O. Box if you don't want people to know your personal name, address, etc. If it's just Flight Aware you're concerned about go to http://flightaware.com/about/faq and look under privacy for options. Turning off the transponder is defeating the purpose of installing ads-b in - you are now missing all of the traffic advisories that you paid for when you installed your new equipment and potential traffic can't see you. Seems like this goes against one of the basic aviation safety principles - see and be seen, whether that was just eyes out the window years ago or electronically as well now. Once you have traffic appearing on your devices it's surprising how much traffic is out there that you can't see visually.
  49. 4 points
    This is a tough group! I wouldn't dream of saying there is absolutely no comparison between the GNS 530 and GTN 750 that I've been using now for over 3 years. Who needs display of 30 traffic intruders with TargetTrend vs 8 and no TargetTrend on the 530? Who needs airways when ATC gives you a complicated clearance using them and additional time is required to do the same with an iPad? Who needs Topo showing what is below you when you can have a black screen of the 530 and be ignorant of it? Who needs a verbal interface to do almost anything you want with the 750 when you can fumble with the 530 in turbulence when given, "Have an amendment to you route. Advise ready to copy"? Who needs Range Rings that correct for headwinds and tailwinds to tell you with a quick look if you need to make a fuel stop enroute vs a sheet of paper noting gallons in each tank and how they change to keep track of fuel. Who needs automatic data updates via the iPad vs taking home a card and spending time with updates each month? Who needs Comm and Nav alphabetic frequency ID when you can't remember whether you flipped the frequency or not? And so much more....
  50. 4 points
    Meanwhile a 66 M20E had a nice flight to Northern Wisconsin culminating in a grass strip landing with winds at 9 gusting to 15 right down the runway. Plane functioned as it always has and delivered its owner and two English Pointers in two hours what would have been 6-6.5 in a car. Grouse and Woodcock better be looking out 'cause we are coming for ya!!!!!!!! I love my Mooney and I love GA!!!!!!!!!!!!!!!!

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