gsxrpilot

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Everything posted by gsxrpilot

  1. Voice command for gear and stall

    I think it was the same one @DanM20C has. It would yell Stall, Stall, Stall on every one of my best landings. I hated it.
  2. Voice command for gear and stall

    I had that system in my first Mooney. The last work Russell Stallings ever did on my plane was to remove it. I hated it. We sold it to some other gentlemen on the field who had gear up'd their Mooney three times. Last time I talked to them, they were complaining about it. On one hand you have the problem of "crying wolf" and other the other, being startled by a very infrequent alarm that might alarm too late. 1. Stay coordinated and stay ahead of the airplane. 2. GUMPS
  3. Goodbye, Farewell, Auf Weidersein

    I actually out rank this VP myself but in a publicly traded company, no one out ranks Legal. We don't actually have a policy about private air travel. But I don't want anyone in Legal to ask why or if we should.
  4. Goodbye, Farewell, Auf Weidersein

    It's certainly not voluntary, but the pay is significant. So I'll go.
  5. Goodbye, Farewell, Auf Weidersein

    The tag on the title was, I'm sure, a farewell shot, but still in poor taste. Craig does a great job providing, maintaining and policing our little community there. So... back to airplanes. I'm flying to OKC for business tomorrow. I'm in Austin. Our regional VP lives out west of Austin and has asked me if he can ride along instead of flying Southwest. He's never been in a Mooney. It will be 100 degrees on the ramp when I pick him up. We'll see how it goes. He's been sworn to secrecy as I don't want Legal to know I use the plane occasionally.
  6. My first ever 'for real' go around

    400 plus hours in a C and never touched the carb heat. You're not flying a Cessna 152. The Mooney M20C just doesn't make carb ice.
  7. My first ever 'for real' go around

    You can do yourself a favor and save one step in the process by leaving the carb heat off. No need for it during landing with our tightly cowled Lycomings.
  8. Need numbers to run an M20K 231

    You need to regulate it at each mask/cannula. I plan to add the Mountain High O2D2 which will make it more of an automatic system.
  9. There was no autopilot? Or does the heading bug now drive autopilots?
  10. Fuel flow calibration

    No, I went full Primary replacement with the JPI EDM-900 in my M20K 252. But I had installed the G2 in my previous Mooney, an M20C. I did a ton of research and settled on the G2 as the most cost effective way to get a basic engine monitor with all the extras like fuel flow, OAT, carb temp, etc. Once it was installed, almost everyone who flew in my plane wanted one. The display is beautiful. It makes the JPI and the EI look like 1980's technology. But the best part is the data logging. Again, this feature is extra, or extra cables, or extra ports required to be installed with the JPI or EI. With the G2 nothing extra is required. There is an SD card in the face of the unit. It has enough space to hold complete engine logs for more than 2000 hours of flying or past your TBO without having to erase or overwrite anything. To download the logs, just eject the SD card, insert it into your laptop and download the files. Works on PC/Mac/iPad/anything. Then stick the card back in the unit and continue flying. Both JPI and EI make really nice higher end units. But if you're looking for an entry level engine monitor, the G2 is the way to go.
  11. Fuel flow calibration

    If you're gonna replace the 700, take a serious look at the Insight G2. It includes fuel flow, has a much better, easy to read display, has the best/easiest data logging of any engine monitor and fits in the same hole. It will be the same cost as the cheapest JPI or EI unit. Also, the fuel flow function on the G2 is much easier to use than the Shadin you've got now. It's also much easier to use than the JPI EDM-700 fuel flow function as well.
  12. Tint and carpet

    I did this on my C and it was awesome! My method was a little more involved, so I'll be using @Skates97 method next time. I really need to get this done on the 252. I've got the tint, just need some time. I also used the shiny bubble wrap to make window shades. Cheap, easy and very effective. The rear window shades have been in the windows since June. It will likely be October before it cools off enough to pull them down. Thanks for posting!
  13. I'd prefer not to have that or any other * attached to my fuel calculation. When the fuel runs out in cruise flight, I know what the number is.
  14. M20C Manifold Pressure

    http://visitedstatesmap.com
  15. M20C Manifold Pressure

    Thanks... yeah, been pretty busy and traveling a ton for work. Also the Mooney was down for MONTHS. All better now. We should get together for lunch somewhere when it cools down... say October.
  16. M20C Manifold Pressure

    Yes, easily. But that's with the engine off. With the engine running, the O360 will only make so much MP based on Density Altitude. It's been awhile since a flew a C, but for example if I can only make 21" at 8000 ft. at full power, and now I'm taking off from an airport on a hot day with a DA of 5000 ft. I wouldn't expect to be making more than about 24" or so on take off.
  17. It somewhat depends on carb/fuel injected/turbo. I've done this many times in both a carby M20C and a turbo M20K 252. If in a turbo, it depends on altitude. Are you low between 5K and say 14K or are you up in the flight levels. Generally what happens is there might be a stumble or you'll notice the RPM stumble or drop. I usually try to anticipate and as soon as I see the RPM drop and feel the engine stumble, then switch tanks. There is sometimes a slight hesitation of maybe 2 to 5 seconds before it comes back strong. It can feel like an eternity the first time ;-) With the carby M20C, it always came back immediately. I don't touch any of the knobs, black, red or blue. When in the turbo up in the flight levels, I'll be prepared with the low boost or high boost. And it can take as long as 15 seconds to restart when up really high. The important thing is that it always does restart. I've done this many times and there's never been any issue with it starting as soon as the tanks are switched. There are three huge benefits to this practice. I will recognize a fuel issue and instinctively change tanks and reach for boost just incase. If it happens when I'm not anticipating it, the muscle memory is still there. And I'll be quick about it. It's actual live practice for that unlikely, but possible emergency situation. When I land and fuel the dry tank, I know EXACTLY how much fuel it will take and therefore know exactly my unusable fuel. I don't have to fudge +/- 3 to 5 gal just to be sure. I really don't like to be doing anything in the air on my last 5 gal. And 5 gal in each tank doesn't equal 10 gal, it's effectively just 5 gal. Whereas 0 gal in one tank and 10 gal in the other tank is a much better scenario. You can plug in your own numbers for comfort. It might be 15 or even 20 gal for you. But the point is still valid, that the last few gallons in the tank are really not useable at the end of a flight. And so running a tank dry ensures that if my reserve is 10 gallons, it's 10 useable gallons all in the same place and not a much smaller amount sloshing around in different tanks.
  18. Well, not good reading.

    I'm not worried about the Chinese connection. I've been doing business in Asia for the last 15 years and am happy to continue. The thing that worries me is that there just isn't a large enough market for an $850K airplane. If every single person in the US who has a certificate valid to operate this airplane, chipped in $1, we'd still be only half way to buying one. How many people in the US have the disposable income or wealth to spend that kind of money? Then out of that group how many are current pilots? Out of that much smaller group, how many are also wealthy enough to buy a Citation X or any aircraft they like? It seems to me to be a very narrow slice of the population who can qualify, and would be interested. I'm sure there are a few, but those few will be divided between Mooney, Cirrus, Cessna, Lancair, etc, etc, etc.
  19. There is only one sure way to know... run the tank dry in level cruise flight. I do this often on long cross countries when it makes sense to have all my fuel in one tank. It also serves as a good check to know exactly how much USEABLE fuel each tank holds.
  20. Aspiring Mooney owner needs a little help...

    Ok, got it. And obviously my math was wrong. So the deal would have been $75K + the cost of an engine. Now you're at $120K and that buys a pretty nice J. When I bought my M20C, the list of airworthy issues that Maxwell found totaled over $6K. But other than that it was a beautiful airplane. Don convinced me that if the seller would eat the $6K, he could get it back into good repair and I'd have a really nice C. I took the deal, Don kept the airplane for a month, and I flew the nicest C in the country for the next 400 or so hours. Setting the engine aside for a minute. I obviously haven't seen this J, but if Don said he could fix everything it needed except the engine, for $10K and the seller came $10K off the price. I'd have done the deal assuming that it was other wise a really nice airplane. In other words, nice panel, nice enough interior, nice paint, etc. I wouldn't have worried about anything that Don said he'd fix. Because he knows how to make it right and can work magic with a Mooney. Now the engine... No one should ever BUY an engine where going to, much less past, TBO is part of the calculation. Any engine within 200 hours of TBO should be priced as run out. It might last another 20 minutes, it might last another 400 hours. But you buy the airplane as if it needs an engine today regardless of what the seller or anyone says about the longevity of the engine. So IF this J with a fresh engine and a clean bill of health from Don Maxwell is worth $120K, then it's still a good deal. If not, that it isn't. And thanks for clearing it up for me. I'm 100% with you, and thankful you didn't buy it without a pre-buy. They are worth the money and the trouble. Best of luck with the next one. I hope you find a really good one.
  21. Camera Mounts / Location?????

    Are you referring to the tail skid cam? I think take offs and landings are awesome from that angle. The gear retraction and extension is cool as well.
  22. Aspiring Mooney owner needs a little help...

    Apologies for pouring a little more fuel on this thread. But as a Mooney owner, I'm very interested in the value of our airplanes. So I'm sure I must be missing something here and I'm just asking for clarification. We all know the engine is 2193 SMOH. So the engine is run out and the airplane should be priced as one that needs an engine. The asking price on controller is $77,500. The owner agreed to $10K to cover the repairs uncovered by the pre-buy inspection. (Not including the engine overhaul) As I read it, the result would be a very well equipped, 1977 M20J that has passed a Maxwell pre-buy inspection for $67,500 + the cost of an engine. Considering the list of equipment, I think that's actually quite a fair price? What am I missing here. Would this not be a $100K M20J with a fresh engine? I'm not suggesting @Firebird2xc made a bad decision, I'm just curious what everyone thinks about the valuation.
  23. CiES Fuel Senders Resource Thread

    I installed the Resistive (green wire) senders. (The green wire is only on the inboard/master senders). And I have them hooked to my JPI EDM-900. What you have described is exactly what I experienced. Send the JPI back for a firmware update and you're good to go.
  24. Avionics opinion needed.

    Wouldn't brass be better in the panel?