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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    bobpatch5@msn.com

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  • Gender
    Male
  • Location
    S50 - Auburn, WA
  • Reg #
    N201CB
  • Model
    1978 M20J

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  1. I just had another thought. What if a tank had a slow leak that drained into a part of the wing that was sealed enough on the bottom to prevent dripping, yet had openings elsewhere that would allow evaporation? Say for example out the front of the fuel tank into the inspection panel area. If it evaporated nearly as fast as it leaked, the nose up attitude of the plane might keep the liquid from reaching the inspection panel to leak out, yet evaporation could allow it to escape through the weep holes.
  2. Sorry, by payload I thought you meant available useful load. Didn't realize you were adjusting that downward based on conditions.
  3. I can think of two good reasons. 1. Lower weight means better takeoff and climb capability. This can be especially important at high density altitudes like Rock Springs, WY in the summer. 2. I use extra capacity to tanker cheap gas to avoid buying expensive gas. If I fill up every time, I lose some of that capability. I will have filled up by buying expensive gas at my current location which means I can't buy as much gas at my next stop which has much cheaper gas. For example, if I fill up at home (S50) I'll be buying gas at $5.76/gallon. If I'm heading toward SLC I can stop at U76 (Mountain Home, ID) $4.55 or JER (Jerome, ID) $4.39. Leaving home with 36 or 42 (VFR) gallons and landing with an hour of fuel will allow me to save about $35. To be honest, even then I'd probably only fill to the 50 gallon tabs outbound and around 60 on the way home so I can arrive at home with the required 30 - 35 gallons we've agreed to.
  4. We don't see it because we don't top off. We park with 30 - 35 gallons on board to leave more 'useless' load capacity for whoever flies next.
  5. Not that big of a deal. I think it is essentially the same as it has always been, it just got codified. If you just stay north of the field, below the 1100' cutout floor, and be sure to call Pearson advisory (PDX tower) before entering the area or taking off, it's not that different than any other pilot controlled airport. Just be sure to get clearance for takeoff from Pearson advisory before you blast off. Chris can correct me if I'm wrong.
  6. I've been into Camas a couple times for fuel. The price is usually competitive and it's Phillips 66 so I have stopped there for my gas on Angel Flight trips to save my $1/gallon. You are right about the trees on the west end. One of the few places I don't accelerate to 100 KIAS before I start my climb.
  7. Full flaps 100% of the time unless I'm specifically practicing using less. I have never had an occasion (yet) that required use of less flaps due to crosswind. Minimum speed on final, shortest landing roll possible. Hard enough to maintain on speed on final without operating the engine in the yellow band. Less drag would likely make that even more challenging.
  8. I don't know if this will matter or not. When we first installed our GTN650 we had a similar problem. LOC worked fine but the GS would not work until we were within a mile or two of the airport. I don't remember exactly what the problem was, but it had to do with the splitter. All the cables were hooked up in a manner that should work according to logic. However, it was not the way it was supposed to be connected according to the GTN installation manual. When we switched it to be in accordance with the installation manual it started working perfectly and has done so ever since. I would start by looking at the GNS530 installation manual. Make sure all the connections, including number and type of splitters, are as specified.
  9. One other thing to consider. I'm not sure which, but I was under the impression that some digital fuel gauges only have you set 4 or 5 fuel points during calibration. Is that the case for the EDM900? For my AeroSpace Logic FL202, calibration occurs in 2 gallon increments which is 17 data points for each wing of my M20J. Fuel level (float level) may not be linearly related to fuel on board. That is, a one inch drop in float level might correspond to 7 gallons when the tank is full but 5 gallons when nearly empty. If the gauge assumes a linear relationship between calibration points, that could result in some inaccuracy. How much I don't know. The more data points used during calibration, the less significant the error will be. Just thinking out loud (or more accurately with my fingers).
  10. Ok, I'll share my 'they all fly the same way' history. I've got at least 300 hours in each of these aircraft: M20J, T37, T38, F106, F15, DC9, 757 and 767. I landed them all the same way. Fly final on speed, gradual flare, hold it off until I reach the proper landing attitude. The only difference was what speed to fly on final (62 - 202 KIAS), when to start the flare, and when to pull the power (between 50' in the air and descent rate stopped). Although, to be honest, on the DC9-30 and larger, I got smoother landings if I was just inches above the ground and started to lower the nose just as the mains were touching down. They all land just fine when they are ready.
  11. In my defense, I am old. You can't expect me to remember something I read more than 2 minutes ago!
  12. Is your instructor an experienced Mooney pilot? If not, they may be giving you bad advice. Many CFI's who have never flown a Mooney have heard (false) horror stories about how hard it is to land a Mooney and how fast you have to go to avoid stalling. If you can't find an experienced Mooney instructor, try to find an experienced Mooney pilot to ride along. It would also be best to try and find one who flies the same model as you; a J, although an F is probably close enough. Even if they aren't an instructor, they can give you pointers and techniques. I see you split time between Portland, OR and Wyoming. If you are out in the Portland area, I'm less than an hour's flight north of you. When you are in the Portland area, what airport do you keep your plane at?
  13. Chris, I don't think CG location would make a difference. My guess is you might have been too fast and tried to force it on the first three. If you did that from a foot or two in the air it would probably bounce. The last one you probably flew it on and touched with little to no descent rate. Just guessing weights here. I'm guessing you weigh about 170 or so. Assuming your wife and kid combined also weigh 170, that's 340 total. 40 gallons is 240 lbs so your grand total would be 580 lbs of payload. Call it 600. With that load I would be flying final with a target speed of 67 KIAS. That's a 6 knot difference and about a 600' difference in landing distance. Keep in mind that I start my flare pretty early and do it pretty gradually. If you are a swap ends kind of guy you might need more energy to pull that off. Don't experiment with your family on board though. Go out and try some solo. With just you (assuming my weight estimate was close) and 30 gallons of gas, I'd fly final at 64 KIAS. Again, make a fairly slow smooth flare. And if you like, sneak up on that speed. Try 70, then 67, and finally 64. See how it feels. Hold it off as long as you can or until you hear the horn, whichever comes first.
  14. I guess it depends on where you live. Our shop is still only planned about 2 months in advance.