Bob - S50

Basic Member
  • Content Count

    1,506
  • Joined

  • Last visited

  • Days Won

    2

Bob - S50 last won the day on February 25

Bob - S50 had the most liked content!

Community Reputation

773 Excellent

1 Follower

About Bob - S50

  • Rank
    Won't Leave!

Contact Methods

  • MSN
    bobpatch5@msn.com

Profile Information

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

Recent Profile Visitors

2,036 profile views
  1. A couple comments: 1. Since the CFI is not familiar with the Mooney, I think I would politely explain that you cannot safely "plant" a Mooney. That will result in a bounce and could even result in a prop strike if not handled correctly. 2. I might ask why I'm practicing a short field landing. The other day one of my partners asked me how I did a short field landing. My answer was "I don't". Personally, I don't fly into airports that I don't feel comfortable with. I have my personal minimums. Something around 2200' is about as short as I'm comfortable with. If I'm going someplace shorter than that it must be an emergency.
  2. Bob - S50

    Oil consumption versus RPM?

    In my opinion, and from my observations, I think I use less oil when running at higher RPM/lower MP. I try not to pull the RPM below 2600 unless my MP is below 20" and usually closer to 15". Before we decided to do a top overhaul, our plane started burning about 1 quart every 3 hours. By keeping the RPM up and minimizing the time at lower RPM, I was able to increase that to about a quart every 4.5 or 5 hours. Now that we have done the top, we get about 10 - 12 hours/quart. Here's my theory. I think most of my oil consumption is due to blow by pressuring the crankcase and blowing oil out the breather. My engine is a "D" engine so it is timed at 25 BTDC. High RPM combined with low MP moves the peak pressure point further past TDC. This reduces the pressure which keeps my CHT's cooler and reduces blow by. In addition to lower peak pressure, it also has less time to act before the exhaust valve opens. While there will be more strokes/minute, I don't think it is as important as the reduction in pressure. If your engine is timed at 20 BTDC you may get different results. Try it both ways and see which works better for you.
  3. Bob - S50

    Tach time as hobbs etc.

    Don, I time with a clock from first starting to taxi until shutdown. I find that my tach time is always within 0.1 hours of the same time. Our EDM730 keeps an hobbs time and it is about 7 or 8% higher than our tach time. Is that what you were asking? Bob
  4. Bob - S50

    Landing at Uncontrolled Field

    While the military may have exemptions, we used to do it all the time in AT-38's at Holloman, NM. We treated each side (left/right of the centerline) of the runway as a separate runway. When using the same side of the runway, we had to have 6000' between airplanes for a T&G behind a T&G or a full stop behind a T&G. We had to have 3000' if using opposite sides. We had to have 6000' behind a full stop.
  5. Others have covered the legality. In my opinion, I do not like line up and wait at either a towered or non-towered airport. Witness the accident at LAX when a plane was put into position and forgotten at night and another aircraft landed on top of him. I like being able to see traffic on final and I can't do that if I'm on the runway and pointed at the departure end. At non-towered airport I don't see the usefulness of line up and wait. If you plan to do that and release brakes when the landing aircraft has cleared the runway, you probably have enough judgement to sit short of the runway and start rolling onto the runway as the landing aircraft begins their turn off the runway. In the line up and wait case you can no longer see the position of the plane on base, you don't know if he was paying attention to your call, you hope he notices a plane on the runway, and you hope the landing aircraft doesn't roll longer than anticipated. By holding short you can monitor both aircraft. When the landing aircraft begins to turn off, you can check the position and speed of the plane that was on base and decide if you can get airborne in time or not. Plus, if I'm not mistaken, even ATC uses "anticipated clearance". That is, they don't necessarily have to wait until one aircraft has cleared the runway before they clear another for takeoff. They just have to anticipate that it will be clear in time.
  6. Bob - S50

    Mooney M20J owner experiences

    78 J. Cruise at my favorite altitudes of 8500 or 9500. Fuel burn of 9 to 9.5 gph and cruise speed of about 155 to 158. Annuals cost about $2000.
  7. Bob - S50

    Another useful idea from Bob Kromer at Summit

    And after all this discussion, remember Vx and Vy vary as the weight of the airplane changes. The book numbers are at max gross. If you are solo with only partial fuel, both speeds will be several knots slower than the book values. For example, if I calculate it correctly, although Vy is 88 KIAS at SL for my full loaded 2740 lb J, Vy at SL for a lightly loaded 2200 pound J would be about 79 KIAS.
  8. Bob - S50

    Another useful idea from Bob Kromer at Summit

    Yes, Vx if there is truly an obstacle at the end of the runway. But as John Deakin said, you probably made an error in judgement by landing there in the first place if you really need Vx to clear an obstacle. But if there IS NO obstacle, just no good place to land off airport, why fly Vx right from takeoff? And why can you only fly either Vx or Vy? Why not a bit of both? Flying is not black and white. Get enough speed so you can recover if the engine fails, once you have enough altitude (200'?) then you can transition to Vx if it is really that important to you to stay a couple hundred feet closer to the runway. There are just too many variables to define a 'best' technique that applies to all situations.
  9. Bob - S50

    Dynon Certified thread

    I've looked through both manuals. The Trio has more buttons (4) to push. The TT only has two. In either case you need to become familiar with buttonology to be able to use it effectively. But that's the case with any piece of equipment. Neither one can legally be coupled to an approach. At least not yet. Both are capable though. You can go to their websites and download the pilot manual. Trio even has some videos showing its operation. I've read reports of problems with Trio installs in Cessna's. Mounting locations that did not seem secure that might cause future structural cracking. Some have complained about support for fixing those issues. I even read of one owner that was so unhappy with it that he removed it from his plane and will be installing another autopilot instead. Of course some of that could be operator error.
  10. Bob - S50

    Another useful idea from Bob Kromer at Summit

    I disagree to a certain extent with this idea. Vx is only about 10 knots higher than the 1G, wings level stall speed. If the engine quits at that speed and low altitude, say below about 200' AGL, you'll have to shove the nose down so far to keep the airplane flying that you won't be able to flare. It will just be a matter of whether you hit the runway stalled and pancake or hit it nose low trying to flare. If you had said accelerate to maybe Vy or Vy+10 until about 200' and then pull up to Vx and exchange airspeed for altitude then I would probably agree that would be a reasonable technique. Of course, it will only work if the engine quits before you run out of runway in front of you or after you have enough altitude to make the impossible turn. Between those two points in time you are no better off as far as picking a place to land.
  11. Bob - S50

    Dynon Certified thread

    Under $15k installed? TruTrak if you don't care about being able to fly coupled approaches. The TruTrak will be about $5000 in parts and it does not care what you have for an attitude indicator. The GFC500 will cost you at a minimum one G5 as an attitude indicator plus the GMU11, GAD29B and the GFC500 with pitch and roll but no manual electric/autotrim. That's $10,000 in parts plus install. If you can get that installed for $5000 you will meet your budget. Add the G5 HSI and pitch trim servo and you are probably looking at another $4000-$4500 in parts and even more labor. I've started hearing unkind things about the Trio.
  12. Bob - S50

    CiES Fuel Senders Resource Thread

    The following is from my 66 year old memory and I have been known to be wrong in the past, but... The floats come with an output for both volts and frequency, you pick which one to use. However, if you want to use your factory gauges, I think you have to do some testing to see how many volts it takes for your gauge to read empty, 1/4, 1/2, 3/4, and full so Cies can map the output to your gauges. In other words, it's a PITA. However, you also have the option of buying a dedicated fuel gauge like the Aerospace Logic FL202 or FL202D for under $1000. With those gauges, Cies does not need to map the output because you will calibrate the gauge to the float output rather than the other way around. That's what we have. Best of luck, but contact Cies before making your decision.
  13. Bob - S50

    Another useful idea from Bob Kromer at Summit

    OK. I was just trying to give people a different perspective and point out that there is more than one way to fly/use an airplane. Flying is situational and much of how you make the airplane do what you want is technique. Just like saving/investing for retirement and beyond, how you do it depends a lot on your objectives and risk tolerance. I don't fly my airplane like the engine is going to quit at any second. If I did... After takeoff I would always be looking to get to the point where the impossible turn was possible as soon as possible. I would never cross any inhospitable terrain unless there was a freeway below me. I would never fly at low altitudes. All traffic patterns would be flown at idle all the way to touchdown because if they weren't that means that at some point I would not be able to get to the runway if the engine quit. I would never fly a straight in (which you do almost every time you do an instrument approach) because I would not be able to make the runway if the engine quit. I would lose a little of the functionality and reason for flying instead of driving. Personally, I fly the airplane like the engine is going to keep running and the alternator is going to continue to produce electricity. I fly my plane to get to my destination with a compromise of speed, efficiency, and risk management. I assume everybody else does too. Consider your objective, manage the risk, and fly your plane accordingly.
  14. Bob - S50

    Another useful idea from Bob Kromer at Summit

    Just for grins, here is another: More John Deakin
  15. Bob - S50

    Another useful idea from Bob Kromer at Summit

    Just thought I'd pass along the opinion of another well known pilot: John Deakin on Vx and Vy