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DXB last won the day on April 26

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  1. Are any of you retracting the flaps while the nose wheel is being held off? Curious as to what is recommended re retracting the flaps. I haven’t flown my C yet. I've gotten into the reflex of retracting my C's flaps as soon as the mains have settled and not necessarily waiting for the nose gear to touch. It seems to help the mains stick in case I unintentionally touch down a little fast and lets me brake a little earlier - may come in handy someday if I really screw up and land long. I've no clue if my timing of the flap retraction is a good practice or not- I'm just throwing it out for discussion. I do always maintain strong back elevator back pressure until the nose settles firmly - probably the most important point.
  2. DXB

    Engine Oil Quick Drain removal

    Can't one flush the quick drain with some solvent down the filler tube after draining all the oil? I imagine some gunk is preventing it from seating tightly. I wasn't aware the quick drain valve was a major source of catastrophic failure. A quick search only turned up this case of the wrong valve having been used on an Arrow: https://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20001208X07528&ntsbno=FTW97LA113&akey=1
  3. DXB

    Experienced my first spin yesterday

    A young CFI with no Mooney time did my last BFR - he seemed a tad too excited about doing it my plane. This video popped into my memory, and I insisted we take the school's 172 instead
  4. DXB

    IFR & Mooney Mag Compasses

    A few comments, some of which are tentative and controversial: -Compass installs must be calibrated to within 10 degrees on all headings and signed off by an A&P. -However, I'm not entirely clear that a compass is even required for IFR flight - no mention in required equipment except needing all the vfr required equipment. The vfr required equipment includes a "magnetic heading indicator" - so my magnetometer would seem to qualify and negate the need for a compass. A gyro DG however would not. -Despite not clearly being required for IFR flight, the IFR ACS testing manual makes reference to compass turns, which is why I went to all the trouble to degauss my airframe and practice them before my checkride. See description of PITA here: -However I never had to do compass turns on my test so I would have been fine skipping the ordeal. My instructor seemed to think there was a real chance of needing it accurate though. -Without a panel certified GPS and/or magnetometer, you'd be much more likely to need the compass in a partial panel situation on the test or real life, so it's probably worth it to get your compass working.
  5. I wonder if prop/engine damage from the porpoise/prop strike was a key element that made climbing out unsuccessful in the go around attempt. If not for the (speculative) power loss after a prop strike, the go around might have been handled well after a bad bounce. Never having been there, I suspect it takes a lot of focus in the moment to differentiate a bad bounce meriting a go around from a prop strike, where its better to accept further damage on the ground along with maybe a bad but survivable runway overrun.
  6. Yep- that's how mine works.
  7. http://www.fox5ny.com/news/faa-confirms-palo-alto-plane-crash
  8. Oops sorry - yes switch should be in up position. You can do it in the down position but you'd have to release flaps up every time and also can cause damage by hitting hard against the stop if pumping vigorously when they go all the way down.
  9. Either it's low on fluid or needs to be bled. Top off hydraulic reservoir. Easier than formally bleeding is pumping the handle like a million times without the switch in the up position. Guarantee the air will work its way out eventually, but it takes a ton of pumping. Also check for leaks - I've got a few small ones in the system that I've never fully resolved, so I add 30cc fluid to top off at every oil change.
  10. I've never been above 12500 - no O2 on board. Frankly my bird climbs like a dog anyway in the summer above 8000. I don't like climbing at under 100mph IAS, and at 100mph I had trouble maintaining 500fpm a few weeks ago up to only 10,000. I also hated watching the high cylinder temps on the C when climbing to there. You can get a bit more power by leaning but the temps go up, or you can keep it rich and pitch steeper and go slower, making the temps go up. It seems like a no win to me. At the risk of sounding like a broken record, the cooling design on the carb'd birds sucks.
  11. DXB

    IFR Flight Profile

    Thanks I hope you find it useful - I took numbers directly from the Mooney PPP guide as my starting point and worked them into a more logical format for me, then made small tweaks based on experiences during training. The hardest part is going missed - carb heat off, full throttle, right rudder, establish climb attitude, then a little dip of the nose down to get the gear up with the J bar. Challenging to do in unison with the button pushing and talking so of course do the flying first. And if you struggle with the J bar, everything else tends to unravel. I only finished IR in May, and so far it has been marvelously useful. Keep going - the training is not that much fun but you will love the added capability it gives you when finished.
  12. DXB

    IFR Flight Profile

    This is what I ultimately settled on during IR training in my C model - same airframe as you but I'm not sure how much difference the extra 20 horses in the E makes. I try to slow to gear speed within 0.5mi of the final fix. After GUMPS, roughly 15"/2300rpm takes you down the glideslope nicely at around 105mph with minimal trim change. I dump in flaps only once the runway is in sight - one less thing to deal with if going missed. The J-bar retract on the missed can be a bit tricky since speed will be on the high end. Learning a well coordinated "dip" addressed that issue.
  13. Nicely done in presence of a limp windsock. Suspect dragging it in a bit was the only reliable way to go here. I'm not ready for 1500 yet - I've done 1900 a few times and the end of the runway tends to come up a little to fast for comfort.
  14. DXB

    "SabreCowl" Update (part duex)

    Great news - hope to hear soon whether there's similar cooling benefit for the carb'd birds that have a doghouse currently. If so, I can't wait to install and have a >150kt bird!! And I agree the larger inlets look better.
  15. DXB

    Mooney down @ Baker City, OR

    Good article - only exception I would take to it is regarding the purported side effect-free efficacy of ginger root. The evidence for its efficacy is as weak as its side effects - I doubt there's an effective preventative for motion sickness available presently that lacks significant anti-cholinergic side effects - no free lunch here. The FAA prohibited drugs, which are only moderately effective, do indeed have poor side effect profiles that justify their prohibition. Also, they can work ok when taken prior to experiencing the motion trigger but are less helpful when already sick.