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Everything posted by gsxrpilot

  1. gsxrpilot

    N943RW at Hawk Aircraft Paint

    Looking forward to seeing it up close in Madison.
  2. gsxrpilot

    Backfire on short final

    Yep, same in my C. I learned to leave Mixture off the GUMPS check. Just left it lean all the way to the ground. If I needed to go around, I could get both black and red knobs at the same time.
  3. I was a huge fan of the mini... but without new ones coming out... possibly, I got a 9.7 Pro. It doesn't go on the yoke but it's awesome. I love the performance and the larger screen for my older eyes.
  4. gsxrpilot

    Flaps 15° for best rate of climb?

    Any runway long enough for an ILS certainly is long enough to land my 252 without flaps. The one time I flew an ILS all the way to absolute minimums, I landed without flaps. On a non-precision approach, the ceiling would be high enough to work out flaps once the runway is in sight. It's good to be comfortable landing at various speeds and in all configurations.
  5. Those boost pumps don't last forever. So I don't use it when it doesn't make sense to use it. I'm not sure if my concerns are valid, but I just haven't found a reason to use it.
  6. I've used both. I prefer the pendant style but either works equally well with the Halos.
  7. That's exactly what I did with my Halo's. They're awesome!
  8. I've found this varies with altitude. When I flew an M20C, I never used the electric pump to restart in the air. The engine quits, just reach down and switch tanks, and the engine immediately comes back to life. With my Turbo 252, I generally need a bit of Low Boost pump if restarting above about 15K ft. The further up in the flight levels, the more boost I typically need to restart. Below 12K I've never used any boost when restarting. Having said all of that... I've NEVER used any boost pump or other pump when just switching tanks in any Mooney at any altitude. Evidently some POH's say to turn on the pump when switching tanks, other POH's leave that step out. Since the engine comes back to life so quickly after running a tank dry and the engine quits, there doesn't seem to me to be any reason to run any pump during the same procedure when the engine IS running. Anyway... that's my experience. It's a 1000 hours between an M20C and an M20K with a few hours in E, F's, J's, Ovations, and Acclaims. I know, I know... that's still rookie territory for some old timers on this board.
  9. Interesting... I've never used anything but Prime to start the plane on the ground. And it's never failed to start hot or cold. I've used the Low Boost pump for restarts at high altitude after running a tank dry. I've never used the High Boost as long as I've owned the plane.
  10. I'm a bit confused how this is different than using the prime switch? The behavior seems to be exactly the same. Maybe you are using 3 seconds of High boost vs my 5 sec of Prime? The result seems to be exactly the same? Just asking.
  11. gsxrpilot

    Flaps 15° for best rate of climb?

    I used to fly a very nice (panel, paint, interior, speed mods) and very fast (according to DMax) M20C... and sold it to get a 252. No matter how nice the C, the 252... Wow.
  12. gsxrpilot

    Accelerated commercial courses?

    Hmmm... good question. But I know how much runway my K will take landing no flaps... because I do it all the time
  13. As @Marauder said, if there's any chance you'll (your friend) sell the plane in the next 10 years it makes no sense to buy a fixer-upper and fix it up. And for someone just getting back into flying.... and especially with that kind of disposable income, there's no chance he keeps it 10 years. I'd recommend to him that he look for a top of the line, example. Be that a J, Eagle, Ovation, etc. Get one that is ready to fly just the way it is and then fly it. Undoubtedly within a year, he'll either move on to something else or be shopping for a late model Acclaim. Just my $0.02
  14. gsxrpilot

    Accelerated commercial courses?

    Hmmm... good idea. But my speed brakes are all or nothing. There isn't an option for partial. :-)
  15. Well if he was trying to get out of the Mooney service business and never wants to see another Mooney in his shop... Mission Accomplished.
  16. I went from an EDM700 to EDM900. SWTA did the install which started by pulling all of the EDM700 out including all wiring and probes. Then the install of the EDM900. JD charged me for 20 hours. That might have included a "best customer" discount so don't expect the same. But I doubt it would be more than 40 hours for the install.
  17. I'm pretty sure Phil recommends against using custom ear molds with his Halo headsets. But I've noted his objections... and still prefer my custom ear molds.
  18. Yep, agreed. And I have a mask with the mic built in. It's nice to take the Halo's off my head and just let them sit around my neck or on the shoulders. The ear buds are still in place but no need for the mic as it's in the mask. No question Halo's are the best option if you use O2.
  19. gsxrpilot

    Issue with ForeFlight 10.1

    I'm sure this is a flaw in the dataset ForeFlight is using for their map data. It's highly unlikely that any developer at ForeFlight had anything to do with that error. It still needs to be fixed.
  20. @Rookie I have custom ear molds for my Halo's and have about 40 hours on them. Just popping them in my ears gives about the same noise suppression as the foam ear plugs. But they are much more comfortable. If I put a dab of lube on them before insertion (insert wise crack here) they are extremely quiet. Much quieter than Bose, Lightspeed, or any other ANR over the ear set. The only negative I've seen is that on a long and fast descent from the flight levels, I have to manually pry them lose for just a second to break the seal or they won't allow my ears to clear. Do this a couple of times during the descent and all is good. You can ask me how I learned this...
  21. I think Chris's @Marauder AoA is in the Aspen. A full avionics upgrade without touching the current autopilot... is probably a $60K project. But could go to $80K really quickly. I did my "full" panel upgrade for about $24K but it included some heavy owner involvement to keep down costs. A number of the new instruments were second hand, and others were acquired via trade-in for original equipment that still had some value.
  22. Your process is pretty simple... and fairly close to what I do. I do everything based on gallons used, to minimize switching tanks, and never to be switching tanks in the pattern or on approach. Start on the left tank and burn 15 or 20 gal (35 gal tanks). Then switch to the right and run it all the way dry. Switch back to the left where I have 15 gal and should be on the descent to land. Obviously there are variations to this if I'm not going as far. I will switch to the fullest tank either at top of descent or within 10K ft of the ground. But I never change tanks more than twice during any flight and often only once. I'll flip this procedure left to right occasionally. Benefits I see to this procedure: Upon landing with an empty tank, filling that tank will give me an EXACT value of useable fuel. (I really only care about useable fuel when in cruise attitude in flight, that's when it matters) I learn what my gauges read as the tank is going dry. I know what the engine sounds like and syptoms of fuel starvation. Gain the confidence that fuel starvation from one tank is not a cause for panic and build muscle memory to switch tanks as soon as those symptoms appear. Landing with 10 gal all in one tank is more comfortable than landing with 5 gal in each tank. Basing the procedure on gallons and not on time has me paying closer attention to fuel and removes an additional variable from the equation. The math is also simpler... I like to go far and especially when solo, like to see how far I can go non-stop. It's just what I enjoy. This procedure has allowed me to go much further with much more confidence in my fuel situation. I expect to know anytime I pull up to the pump, to 1/2 gal per tank, what it will take.
  23. gsxrpilot

    My second annual

    Ah.. ok. It's still quite a good price on an annual. But with only three pucks on the nose gear, that's about $300.
  24. Would you be willing to PM me his name or contact details? I'll invite him to join the local Mooney community of pilots, or maybe he already is.