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M20S Driver

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Everything posted by M20S Driver

  1. Agreed 100%. I have only done intersection takeoffs at KMCC with 10,000 feet runway. I don't completely close the door on intersection take offs once in a while since sitting in the hot sun with no AC is not fun and the intersection take off at KSNA in longer than my home airport which is less than 2500'.
  2. Thanks for all your inputs. Landing long is a good solution for avoiding delays in taxing to Atlantic. For departures, I was wondering if tower would be receptive to an intersection take-off from H or G taxiways on 20R? Driver
  3. This is very interesting. I will give it try to see how it works out. It is 23 miles to UC Irvine versus 9 miles from KSNA. Rental car may be an issue since none of the FBOs list them on the Foreflight.
  4. That will surely solve half of the problem. Does KSNA clearance delivery coordinate transitions thru LAX for VFR traffic using the published VFR routes?
  5. Thanks Niko182. I landed 20R and was held up between the two runways at H for a few mintes, then I was cleared to cross the 20L and hold at the midfield runup for taxiway A traffic, then was cleared to the southeast runup to let a few jets pass, and finally was cleared to go to Atlantic. On departure, it was almost the same. I landed around 4 pm on Friday and departed around 3:30 pm on Sunday. Is it my bad luck or just timing when most jets take off and land?
  6. I had to convert my Mooney to cargo configuration to move my son to UC Irvine from the Bay Area. I was not worried about the LAX airspace since I got my ticket at Torrance 25+ years ago and have flown to the area a few times a year. I am used to flying close to big guys (jets) since I flew out of KSJC for many years, but I was amazed at the complexity of the taxing to Atlantic and taxing for takeoff. It took 10-15 minutes to take off or get to Atlantic after landing. I will be going to KSNA frequently for the next few years. I would appreciate any advice how to navigate the complexity of the ground operation or advice on getting in and out of KSNA.
  7. The data suggests than your "shitty" two bladed prop does better than my 3 bladed prop in cruise. (I don't use the added HP in cruise due to noise, vibration and fuel consumption).
  8. I updated your procedure!!
  9. I had a similar problem which turned out to be low cable tension on the pitch servo.
  10. I have flown to Truckee (field elevation~6000 feet) in my Mooney over 50 times. I use DA of 8000-8200 feet, winds of 14 knots, and gusts of less than 7 knots with airplane less than 3000 lb as my personal minimums. Taking off from rwy20 has the luxury of sloped down wide open space for a left 270 to climb. Reading about Aspen and field elevation of 7800 feet, I was wondering if anyone could share their personal minimums for take off and landing at Aspen. Driver AKA chicken!!
  11. Right above throttle and prop. See pic.
  12. Mine has one and with the right adapter charges my iPhone and iPad. I can plug in the stratus and it works fine. Eagle is 28 volts but my cig lighter adaptor converts it to 12 volts.
  13. My Eagle is the same. If I activate the stall horn, both gear and stall horn CBs have to be pulled to silent the stall horn. Question: Does the stall horn stop if you turned off the audio panel?
  14. at close to 3200-3300 lb GW and 4 soules on board: 2450 RPM, WOT, 75 ROP, I get between 177 to 180 TAS. FF is 16 gal/hr +/- 2450 RPM, WOT, 50 LP, I get 170 to 173 TAS. FF is 12.5 gal/hr +/-
  15. I will be out of town but will surely fly in if the plan changes.. Driver
  16. My 1999 Eagle is similar and uses a timer to turn off.
  17. The $25.00 CD from Don was the best deal ever. I am based in an airport that is less than 2400 feet long and needed all the landing help I could get. By now I have 300 hours in my Eagle but watch the landings in Don's CD once in a while.
  18. I have an eagle and had a similar problem a few weeks after purchase. I was not pushing the key in hard enough to make the contactor engage.
  19. How does CHT look?
  20. No thanks, Mooney.... The paint and lack of a parachute (we already had a couple of a lengthy discussion on this ) kill it for me.
  21. The STC for screaming Eagle (latest one purchased from Mooney) specifies the fuel set up to be the same as io550N and the range is 25.6 - 27.3 GPH.
  22. from Beech talk: After doing some research, my mechanic and I determined it was time to replace the crankshaft seal on the front of the engine. All of the symptoms indicated it was leaking, allowing the crankcase to become internally pressurized by incoming airflow. This pressurization was causing oil to be blown out through the breather. We pulled the prop to begin the replacement process. Sure enough, once the prop was off, the old seal showed signs of age. The glue that goes around the outside of the seal had broken down, allowing the seal to spin in its seat. Not good. Clearly the seal was worn and was ineffective in keeping the airflow out of the crankcase.
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