mooneyflyfast

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About mooneyflyfast

  • Rank
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Profile Information

  • Location
    1T8 San Antonio
  • Reg #
    n4083h
  • Model
    m20j

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  1. This is what hit Bulverde Airpark (north San Antonio) a couple of weeks ago. It caused substantial damage to hangars and several airplanes. Blew down and broke dozens of trees. Note the blue sky at the top. I wouldnt have wanted to be flying anywhere close.
  2. I had one on a 182. It worked well but mine had no automatic trim. There was an annunciator that told you when trim up or down was needed.
  3. Quote: The Bravo is also a "long body" compared to the mid-body of the K. You get more room in the baggage but your 4-seat passengers have the same room. I thought some of the length increase went to rear seat leg room. Is this incorrect?
  4. Having unlimited clear approaches and overruns like those pictured in Europe would make a big difference--we don't have many (any?) like that around here. While my airport (1t8) has 2,890 feet of pavement, on the north end within 20-30 feet of the end of the runway there is a pole line, a barbed wire fence and a road. rwy 16 has a 420' displaced threshold. On the south end there are trees, a 6" concrete curb and an 8' dropoff at the end of the pavement. Rwy 34 has a 200' displaced threshold. The most challenging airport I know of around here is Twin Oaks (T94). It has 2,225 ' of pavement but the approach to 12 has trees, a fence and a street. The runway is sanwiched into a residential neighborhood about 2 miles north of San Antonio international. There is a wooden fence 70' from the runway. Rwy 30 has trees at the approach end. Rwy. 12 is downhill so the people I know who base there (2, a 210 and a 206) will accept up to a 10 knot tailwind for landing on 30). Prevailing wind is SE here. One of the most experienced pilots I know (pro pilot, Gulfstream corporate, etc) lives there and flew a beautiful J model Mooney a couple of serial numbers from mine. A year or two ago he made the local news by landing on 30 and running thru the fence at the end coming to rest in the street.
  5. You didn't ask for advice on the advisability of basing an M20J on an 1,800 foot strip but I am going to give it to you anyway FWIW. I am sure that you are a highly experienced and proficient pilot but after 21 years and 2,300 hours in my 81J I would not feel comfortable doing it on a day to day basis, even if it was at sea level with clear approaches. My home airport is 2,890 and that is adequate as long as you are spot on altitude and speed. After hundreds of landings there I did a go around on Monday because I was a little high on final. 1,800 feet would involve too much pucker factor for me. As far as the performance of a later model 2,900 GW version vs a 2,740 GW earlier one, I don't know the number but it is going to be exactly the same given the same weight and technique. I would use the pessimistic figure and add a good margin to that.
  6. I'm flying from San Antonio to Sana Fe next week--520 n.m.--a fairly long trip for me. At 155 knots I would save 7 minutes over the time it will take at my usual speed of 150 kts. I would like my J to be faster but it is of little practical importance (and no one would believe me anyway).
  7. I have gotten quotes from Avemco several times over the years. They have always been sky high. I don't bother with them anymore.
  8. Bevan Aviation in Wichita repaired my 295 a couple of months ago. Good work at a reasonable price. Talk to Jake
  9. I built mine for ~ $50,00 not including land cost. No lights, plumbing, hvac--just 110/220 outlets. Fiberglass sheet skylights, ceiling insulation only, bare concrete floor. Dont lose sight of the fact that it is a shed to keep your airplane out of the elements. I can hang out there OK. if its too hot or cold I go home or somewhere else.
  10. I put 4 skylight panels in my hangar. I don't see why they would lesk. They are panels just like the other roof panels but clear fiberglass. I have noticed that they do sweat and drop a few drops of water occasionally. I have no lights in my hangar but it is plenty light enough to work with the skylights unless it is a dark cloudy day. The rest of the roof is insulated and prevents condensation on the floor and hangar contents. My hangar faces north. I put a car sized roll up door on the south side where the prevailing wind comes from here. It is cool even on a hot day with both doors at least partially open. I put a Fold tite stacker door on mine. It works fine but it does require a little effort to open and close. You lose about 3 feet of opening on each side but you lose no headroom like you would with a bifold door,so your hangar can have several feet less in sidewall height. The main advantage is the cost which is about $8,000 or 10,000 less than abifold or hydraulic door. I like that you can partially open the door--don't have to open it all the way or part way and duck under like a bifold. Your first decision is the door. The building is designed around that. If you have the time and inclination you can subcontract everything yourself. Get an engineer or architect to design your building. Go to MetalMart and ask for a recommendation for an erector. Make a deal for the erection and you can pay for the materials directly. I did a weld up building rather than bolt up and believe I saved som money. Your erector can recommend a foundation contractor. Be sure you get a deal for labor and materials. Otherwise you can wind up with a slab 6-7 in. thick in places. Concrete is~$100 a yard so you want him to have an incentive to make it the correct thickness. To decide on dimensions cut out some shapes of airplanes you might want to have in there to scale and see how they fit.
  11. The last time I had a problem with this on my 81 J it turned out to be that the raised area on the thumbpiece was worn down so that it didn't make proper contact with the microswitch. Mine has been trouble free for many years now but I dont use it a lot.
  12. I'm a fan of Jake at Bevan Aviation in Wichita for fixing my KFC 200. Repaired the computer and pitch servo at reasonable cost. It works great.
  13. Were they complete assemblies ready to bolt on? piston pins and plugs? Sounds like a good deal. Last I checked Lyc. angle vale cylinders were $2,300. When I overhauled my io 360 400 hours ago I had ECI overhaul my first run cylinders and do the ni cad process. So far so good. If these had been available then I might have gone with them instead.
  14. A little too elaborate for me. Is there a labelmaker that makes white letters on a clear or black background?