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About cctsurf

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  1. Nose gear shimmy

    CB question, Lasar will supply the steering horn rebuilt, does anyone supply the bushings to do the rebuild?
  2. What time is sunset on that same day? Middle of the summer... 10pm or later.
  3. ILS approach too, was always good to have a practice airport nearby. It's been a while since I've been in there.
  4. Took a second to find it, it was 8/1/2012... Here's the weather report from Yankton, SD. I was ~12 miles SE in Vermillion. I can post a picture of the logbook entry if you want...
  5. Nose gear shimmy

    I find that it is highly related to landing speed and tire pressure. Since I put a new tire on front, I've not had problems with shimmy. I've also learned not to land at airline speeds... I wipe my speed off in the flare and if I can I keep the nose gear off of the ground for a bit for a wheel landing...
  6. What were the empty weights of the F and G models respectively, I see a couple of hundred pounds gross weight advantage to the F, but while I know that the engine isn't much heavier, I'm pretty sure that the injected model is heavier. If someone knows it, what about the C and E models? I'll answer my own question, I looked it up on Model Empty Weight Gross M20C 1525 2575 M20E 1575 2575 M20G 1585 2525 M20F 1640 2740 Hmm... I wonder why the weight penalty for the G model? These, by the way are early models, later models all had weight creep...
  7. Nose gear shimmy

    There are a number of things that can cause this. Here's the ones I'm familiar with: There is another thread on the nose wheel part number that is considering this currently, their problem seems that it could be a worn out steering horn. It could be that your gear needs to be shimmed so that it turns correctly. - Eight-Second Ride/EIGHT_SECOND_RIDE.HTM
  8. Note that demonstrated crosswind component is a number of things which are somewhat unhelpful. First of all, it is, as has been said earlier in this thread, the measure of the maximum wind that was recorded during the flight (possibly that day). Second, it is without the benefit of rudder input. Third, it is a measure of how far they took it in testing, how brave the test pilot was, it is not a calculated number from the strength of the airplane. In my transition training, one day I had scheduled turned out to be immensely windy with a 35 gusting 45mph 90 degree cross wind. I was ready to cancel, however, my instructor said that the Mooney can easily handle it and wanted me to experience it. (short rudder, short body) I was dubious, but it was his airplane. He's flown mooneys almost exclusively. We went up and flew the pattern a bit faster than normal and didn't use flaps on landing. When I was flying low over the runway as a test for the next pattern when I would set it down, he noted that I was using too much rudder. We did a couple of patterns and called it a day because it was quite bumpy, but we made a number of acceptable landings (some better than I sometimes make without a crosswind). I think we limit ourselves with all this worry about personal limitations instead of practicing to perform to a standard. Practice flying in crosswinds and challenge your abilities. To quote my dad, "If you can't fly in a cross wind, you can't fly in South Dakota..." I've personally gotten wimpy more recently...I need to go out and do some practice. [Queue the safety nazis...]
  9. 'course, then there's this post:
  10. I've been desiring to do this for quite some time. My IA would prefer to have me go LASAR's direction so that he can have some preliminary 337 paperwork to follow... I'd prefer to buy a panel from Aircraft Spruce and go to town. I think I could do the sheet metal work pretty easily, it's the mounting system that has both of us concerned. I like how you have moved the clock (the 2.25" hole) to the left side, above the ignition switch, I have similar thoughts. I'm not certain how everyone deals with the keys hanging over the instrument (clock) there. The square instrument hole, is that for an HSI and are you centering your panel closer to the center of the cockpit or I guess I'm curious what your plans are there.
  11. Air scoop on filter

    I would be curious about your manifold pressure. See if you can fly it the same day you take it off and then after. You should be able to do it in almost the same air. I would think that would help. You could get reasoning for a field approval if it does make a difference.
  12. Spots rheostat

    Here are a couple of the transistors...
  13. Mine is a '62 with the lower flap speed of 100mph. I want to get those flaps up as soon as possible so I can accelerate for engine cooling purposes. I'd really like to have the higher flap speed, because I'm somewhat uncomfortable dropping the flaps as as early as I have to for that purpose, but my process is as follows: After takeoff, gear comes up as soon as I couldn't land on the runway. I probably push that further than I should. Once I have established a fairly stable climb again after gear up, I pull the flaps and accelerate to 120mph. Just my $.02
  14. Oshkosh 2017

    Could you get in and out decently when you wanted to? i.e. were there long lines to fly out or a big stack up to land?