cnoe

Since going from the Johnson bar to an electric gear a couple of years ago the logbook says I've made 294 landings. IIRC I've looked at the floor (indicator) on every one and have never felt any disorientation. I just wanted to see if others found it an area of concern. Thanks for the input. Sent from my iPad using Tapatalk

While discussing various iPad mounts in another thread the subject of avoiding vertigo on approaches came up. The wisdom is that by keeping your head out of your lap you will minimize related vertigo issues. I agree with that... but... When lowering my gear I like to double-check it's "down-and-locked" by first looking at the annunciator, then by confirming on the mechanical floor indicator as well. Though it's never been a problem I wonder if looking down to the floor indicator might increase my overall risk (due to possible vertigo) on the approach rather than just trusting the annunciator alone. What are your opinions on this?

Fair enough. I don't have a yoke clock plus I'm a skinny runt and mine clears the belly and blocks nothing on the panel at all.[emoji846] Those snap-in panel mounts look really nice but I have no room for such. Sent from my iPad using Tapatalk

Why do you have a bias against a yoke mount? The mini in particular (as well as full sized iPads) work great on the yoke. Several on this forum use that setup and love it. Anything you stick on the window blocks your vision to some degree. Sent from my iPad using Tapatalk

Follow up to my earlier post: I contacted both McCauley and the overhauler (Tiffin Aire) to inquire about the aforementioned service letter and was pleased to get an immediate reply (phone call) from Mike Baird at Tiffin. Apparently this is not an uncommon occurrence and is easily remedied with replacement of the outer locking nut and integrated seal. This can be done on the plane if access permits as long as the pressure relief valve setting is not disturbed. I'm very pleased to say that he agreed to send the replacement assembly to my A&P at no cost where we will complete the repair in the near future. That's great customer service in my book!

Sadly it's not spillage but that's a fair question; it does sit directly below the filter nipple. There was once a time when changing the filter meant lubricating the entire accessory case. [emoji846] I'm hoping there's an o-ring or seal that can be easily replaced. If not a simple IRAN may be in its future. If I don't get any clues in the next few days I'll make some calls. Sent from my iPad using Tapatalk

Oh yeah; here's the pic. Sent from my iPad using Tapatalk

I've got a small oil leak at the top of my prop governor ('78 J - IO360-A3B6D). It's coming from what I believe to be a pressure-relief adjustment screw/bolt. The prop/governor are functioning perfectly normal with no issues; the minor leak was discovered through routine inspection during an oil change. I found reference to a McCauley "service letter" (1998-22A 12/10/1998 LEAKING OF GOVERNORS FROM PRESSURE RELIEF VALVE ALL GOVERNOR MODELS) but can't find any more information about this in a short time of searching online. Does anyone have any more info about this they could share, or have a suggestion where I might read a bit more about it? Though I don't believe this to be a safety of flight issue I do intend to resolve the issue in the near term. The governor has less than 400 hours since overhaul by Tiffin Aire but I'm hoping this can be resolved without having to remove and return it. Any ideas about this or the service letter? Cnoe

Balloon strike would be startling for sure; hope your wife took it in stride. Glad there were no serious consequences. Weather was indeed weird today. Susan, Eli (our doodle), and I departed VFR south of Houston today at 10:07 for Austin Exec which was reporting overcast at 1,400' and passing La Grange the broken tops at 4,500' disintegrated quickly and it was clear already at KEDC. We left Exec at 16:18 in clear skies but encountered thick clouds and haze so bad approaching KLBX that I activated the approach lights to improve the picture. Fun day at The Domain; we'll have to meet there someday and let the pups romp a bit. Sent from my iPad using Tapatalk

It wasn't that long ago that I was a student pilot myself. As the owner/PIC of a Mooney I'm concerned with such things as proper leaning (ground and airborne), avoiding the "red box", balancing the tanks, managing the prop, monitoring the JPI, assuring gear down (no touch-and-goes), nailing approach/landing speed, etc. so it seems like simply "learning to fly" would be much easier in a simple trainer. On the other hand buying your own plane prior to Instrument training allows you to get dialed in on the exact setup you'll be using. If you're certain which plane you ultimately want to own then it might make some sense to buy early, but I believe purchasing a complex as a student will slow the process down. Also buying a plane is often a months-long endeavor that would likely slow the learning process further. Ultimately you have to do what's right for you. I guess I've now contributed my $0.04 total. Sent from my iPad using Tapatalk

FWIW Edison was honest, cooperative, and easy to work with. The current plane owner reports no issues a few years post-reseal. I'd go back there without hesitation. Sent from my iPad using Tapatalk

You might find that contrary to your assumption, learning in your own Mooney won't necessarily be more economical than renting a trainer. A recent thread examines the hourly cost of flying (a Mooney) and I'm pretty sure you can rent a Brand C or P trainer for less. And all it takes is one porpoised landing to add considerable time and cost to your training. Wait until you're licensed and then buy the plane you really want. Just my opinion. Sent from my iPad using Tapatalk

What model/years planes is this setup on? My '78 J has no baffle pass-thru, no scat, no pump shroud and I'm fairly certain it never did. Never had a vapor lock issue even in Texas summertime. Just wondering... Sent from my iPad using Tapatalk

That small central 10m ring around you position is about the limit to being able to visually spot another plane, in fact 5 miles is probably more realistic. While it is interesting to see all this traffic, being clueless to it's location (previous to ADS- really has no effect on the safety of your flight. I agree and will go further in stating that in 2 years of looking at traffic targets on-screen that 95%+ of GA aircraft are invisible to the eye at 5 miles. At 2 miles I can usually locate MOST of them if I know where to look. But without the traffic display I'd still miss most at 2 miles with a visual scan only. When VFR I often make a subtle course adjustment based on the traffic display well before a potential conflict arises. That's the beauty of ADS-B traffic; the ability to avoid surprises. I cruise at 150 kts and spotting an incoming plane of similar capabilities 2 miles out only gives us 12 seconds to spot each other and take evasive action if on a true collision course. Sent from my iPad using Tapatalk

Your coverage should be much better than that in central Texas. Admittedly there is less tower density in that area but you should still have decent coverage down to 2,000 agl or lower. Using an external antenna (but still inside the plane) on my Stratus I can't remember the last time I didn't have 3-5 towers locked in at normal cruising altitudes throughout Texas. I've been ADS-B compliant for 24 months now with both 978 and 1090 traffic displayed on an iPad. If it squawks a transponder code it should be on my screen. Until I saw everything on the screen that's out there I was clueless about much of it. Routinely flying in congested areas I am a big supporter. Here is a link (http://www.faa.gov/nextgen/programs/adsb/coverageMap/) to the latest coverage map (from October 2015) along with a recent screenshot of a trip past DFW showing how many planes share the airspace. Sent from my iPad using Tapatalk

The screws were on a '64 E that I previously partnered in. It was a great (and fast) plane that had the one-piece windshield replacement at some previous point. I agree that the 201 has a much cleaner installation. I'm very curious about installation techniques as I will be doing all new glass in mine within the next 3-5 years (prior to painting). I'm not sure I want to go with the THICK glass (not glass actually) due to the added installation headaches but I would like to be a bit thicker as I do see a LOT of birds here near the coast. I'll be asking lots of questions about this in the future.

Sorry for the not-so-good pic of the J. There's a little rain erosion to my original paint along the edges of the windshield but there's sure no rubber sticking out anywhere. If yours seems sealed up tight I'd just carefully trim away all the exposed rubber. Note that I've never installed a windshield in a plane myself, but there are several members here who will likely chime in soon with much more experienced advice.

My J doesn't have rubber like that around the windshield. The E didn't either. Is this common on some M20's?

AOPA set up my loan at the end of 2013 with Pilot Bank and NOT Bank of America. I couldn't be happier. After being a long-time BOA customer I recently closed all our accounts and moved on due to their policies. My J is a '78 and there was no issue with the plane's age. The rate was favorable on a 20 year loan.

I once saw the same exact issue when the idle cut-off stop screw fell out of the servo screwing up the linkage adjustment. Everything was safety-wired except that one screw. It's easy to spot if you look at the servo on pilot side. Sent from my iPad using Tapatalk

And don't dismiss what Clarence said above about torque plates and caliper pins. After my last disc change I developed a brake chatter that I first identified while pulling the plane with a tug. Wheel/brake vibration and noise would intermittently start without even applying the brakes. New torque plates and pins solved the problem immediately. Sent from my iPad using Tapatalk

OUCH! My mind races with images of your incident. Hopefully this isn't on YouTube. I'm sure damages exceeded the value of my entire plane. There are lots of reasons NOT to jump a chock including: possible prop strike, prop damage due to debris, damage to other planes from prop-wash debris, FBO ire, and good old-fashioned embarrassment. But under prime conditions I'll admit to having done it. Sent from my iPad using Tapatalk

Also sadly, me neither. Some day... Sent from my iPad using Tapatalk

Own a plane long enough and you'll know exactly how many inches of manifold pressure it takes to jump the chocks. Yes, I know that number. At my old airport once I saw a student and instructor parked in the grass pivoting an M20C around the left tie-down thinking the wheel was stuck in the soft ground. After waving them down I untied them as they sat idling with sheepish grins. It's hard to get a line guy to crawl under the nose to pull a chock though, hence the need for POWER. [emoji846] Sent from my iPad using Tapatalk

Flown an Acclaim lately? Sent from my iPad using Tapatalk