Bob - S50

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Bob - S50 last won the day on February 25 2018

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About Bob - S50

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    S50 - Auburn, WA
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    1978 M20J

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  1. Bob - S50


    As a rough first cut, you could just look at Look at various altitudes and color bands that indicate the highest speed. For example, tomorrow at about noon, at FL240 there are winds in excess of 100 knots running from SW Texas, over OKC, STL, CMH and into New York. Unfortunately it looks like there is also weather there. However, you could also look at going from Portland, OR along or just off the coast all the way to San Diego and also get winds in excess of 100 knots. Add that to a 240 TAS and you could get a groundspeed that would occasionally exceed 350 knots. Of if you want to go coast to coast you could go San Diego to New York PHX, ABQ, OKC and then as above.
  2. Bob - S50

    A&P Says "Oh no a Mooney?!!"

    You can save on labor costs if you can find an A&P that will let you remove and install all the panels. Took me about 4 hours and more than one battery to remove them all and clean them. Then another 4 hours to put them all back on.
  3. Bob - S50

    Darned Swiss Watch

    Just something to keep in mind. While getting the KI256 repaired may not be as expensive as having our pitch servo fixed, you could opt to go ahead and install the G5 and just fly the plane without an autopilot. We've been hand flying for the better part of a year now. I really think we are a matter of a month or two before the GFC500 is available to us. We have ordered dual G5's and will plan to get on the installer's schedule for installation in late March or early April. We are hoping that the GFC500 will be available before he is done with the G5 installation and we will be able to get it all done at once. And a minor point, the KI525A HSI does not use vacuum. It is electric. So unless you have something else that uses vacuum, once you pull the KI256 you should also be able to pull the vacuum pump too.
  4. Bob - S50

    Paid my deposit for paint today

    That may be true but with the Cies floats there is essentially no friction and the only moving part is the float arm. See this: Fuel Level Measuring Systems
  5. Bob - S50

    Paid my deposit for paint today

    Better than capacitance. They can put out frequency or volts (for resistance gauges). Frequency is supposed to be more accurate and consistent. And they are not like OEM's. OEM's use a wiper arrangement that relies on a clean surface and consistent contact pressure. Wear and corrosion make the old style inaccurate as the age. The Cies floats are contactless so they do not degrade with time. You should never need to replace or overhaul them.
  6. Bob - S50

    Paid my deposit for paint today

    About $400 per float.
  7. Bob - S50

    ADS-B Resource Thread

    Depends on the year. Our '78 has flat plate wingtips.
  8. Bob - S50

    How do you use your Speed Brakes?

    I check my controls before I get in the plane. I leave the baggage door open so I can see the yoke while I move the elevator. I can see the yoke through the window while I move the aileron. No need for me to be moving the yoke prior to takeoff.
  9. Bob - S50

    How do you use your Speed Brakes?

    I don't have speed brakes on our Mooney, but I've flown a couple big airplanes that did. As Don said, except in a few specific circumstances that make you want to stay high as long as possible due to weather, the use of speed brakes means either you screwed up or poor planning. If I pull the power back to 2200 RPM and 15", my clean M20J will lose 10 KIAS every 1/2 mile. So I can go from 150 KIAS to a reasonable 120 KIAS before I lower the gear in about 1.5 miles. I also know that at idle power I can go from 120 KIAS with the gear down to 65 KIAS with gear and flaps while descending down a 3 degree glideslope in about 1.5 miles. Also, as Don said, except as noted above, if you use speed brakes to slow down, you could have just pulled the power earlier, saved some gas, and arrived at the same point at the same speed. Granted, it won't be much gas, but it will be some gas. And one of the useless things in aviation is gas you don't have. Also, if you get used to using speed brakes as part of your normal operation, you won't have anything left to bail you out when you screw up and get behind. I can do the same thing in our Mooney that we used to do in the DC9. Slow down to go down. If we were high and fast on final, we would level off and configure while at idle power. Once we were full dirty we could start the descent at idle power until we were caught up and then add power to maintain speed while we captured the glidepath. And remember, if ATC asks you to do something you aren't comfortable with you can always say "unable". The downside is it might earn you vectors off the final and a trip around the circuit while they sequence you back into the flow.
  10. Bob - S50

    Boneheaded mistake

    I'm with most of the others. After landing, part of my flow is to set the trim for takeoff, which by the way, is not in the takeoff band. We've found that with just people in the front seat we need just a little more nose up trim than the top of the takeoff band. Before takeoff I do my 1, 2, 3, 4. One on the floor (fuel selector set). Two on the pedestal (flaps and trim set). Three on the engine controls (cowl flaps open, mixture set, prop full forward). Four electrical switches (lights, pitot heat, boost pump, electric trim) as needed. After landing I do 4, 3, 2, 1. Same items, reverse order.
  11. Bob - S50

    Which is the right RPM

    Just be careful up there. In the Air Force we were not supposed to fly above FL250 in an unpressurized aircraft. Doing so put us at greater risk of developing the bends (or other less common decompression ailments). Yes, like the bends against which scuba divers have to be careful.
  12. Bob - S50

    Which is the right RPM

    "Nearly no speed penalty" implies you lost a little speed with the lower RPM/higher MP. That means you were comparing apples with oranges. Unless the speed was the same then the engine was not producing the same amount of power. Less power means lower CHT. You could do the same thing by leaving the RPM where it was and pull the throttle back to reduce MP to get to the same reduced speed. If you did that, the CHT would also be lower, maybe even lower than what you saw.
  13. Bob - S50


    First you need to let us know what you want from an autopilot. Do you just want one that will climb/descend and level off at a preset altitude? That will track a GPS course enroute and maintain altitude for you? Something to make life easier on long cross countries and give you a chance to review the approach plate before you hand fly the approach? Don't mind hand trimming when prompted? Minimal cost? If that's all you want, I'd personally get the TruTrak. I'd prefer to do that than spend more than that for an old system. That old system may cost you more to overhaul two servos than it would to buy and install the TruTrak. Of course it isn't available quite yet but should be soon. From what I've heard, $7 - $8k. Or do you want an autopilot that will fly an ILS or RNAV approach to minimums for you so you can look for the runway? And one that can fly the missed approach too? Want electric trim? A yaw damper? Willing to spend $20 - $25k? I'd get the Garmin GFC500. That ones not available quite yet either. Also soon. Of course, either way you'll have to spend some time learning how to use them. Don't use either one IMC until you know and understand the autopilot and how it interfaces with your navigator. Best of luck.
  14. Bob - S50

    Engine Starting

    Hot start: Throttle forward 1/4" Mixture idle cutoff Crank When it catches, mixture smoothly forward about half way toward full rich. If it doesn't catch: Stop. Mixture full rich. Boost pump on for 1 second. Mixture idle cutoff. Crank.
  15. Bob - S50

    Which is the right RPM

    You can never use groundspeed, especially on different days to compare speeds. IAS would be the speed to use while being aware of up/down drafts.