DXB

Supporter
  • Content count

    1,270
  • Joined

  • Last visited

  • Days Won

    6

DXB last won the day on May 19 2016

DXB had the most liked content!

Community Reputation

748 Excellent

About DXB

  • Rank
    Won't Leave!

Profile Information

  • Gender
    Male
  • Location
    Philadelphia
  • Model
    M20C

Recent Profile Visitors

2,979 profile views
  1. That's a pretty chilling story. Does anyone here routinely keep running carb heat after run-up if you have to wait? I don't although I've heard this issue come up before. I wonder if that should go on the checklist. I turn boost pump off and re-lean mixture if I'm waiting and have made it a hard-wired reflex to check both right before entering the runway. I wonder if carb heat should be added to this short list. Also I imagine carb heat effectiveness rapidly drops to nil in the moments after the engine fully quits as EGT plummets, so it's best not to delay if there is the slightest concern.
  2. Interesting - thanks.
  3. I've never had conclusive evidence of carb ice on my M20C. However on my digital gauge, it's not at all uncommon to see carb temps in the high 20s/ low 30s F in cruise and descent. If combined with the right amount of atmospheric moisture, I could imagine this becoming an issue, so I pull partial carb heat in cruise to bump temp into the mid-high 40s. Supposedly this can help mixture distribution too though I've never seen any evidence of it on my plane. I pull carb heat full on for descents and turn it off at last gumps check on final to prevent running rough at full mixture when I pull throttle to idle before the flare. Doing so also leaves one less thing to worry about in case of a go around. Unless I'm mistaken there have been a few Mooneys brought down by carb ice? It seems like one of those areas that really could catch you by surprise since it is uncommon overall for the carb/engine setup on these planes.
  4. If only I could find a 20 year old Mooney with a J Bar. This mythic beast is my dream aircraft.
  5. What a gorgeous and thorough update!! I guess not everyone does it slow and incremental.
  6. Welcome. C's are magnificent birds, and being in Texas does give you a leg up on finding a good one and maintaining it.
  7. Given all the distracting BS on 121.5, I cant critique anyone for chosing to monitor or not monitor it presently. However the frequency is still potentially very useful for lost coms, emergencies, and downed aircraft. This holds true whether one has a 406 mhz ELT or not. I find it disheartening to learn that pilots seem primarily responsible for eroding this utility, including through false alarms.
  8. Seriously! What's up with people screwing around on the guard frequency in sparsely populated parts of the South and Midwest? It's obnoxious. I rarely if ever encounter this during my more typical flying in the Northeast.
  9. Now THAT is an interesting post. I don't know much about tuned exhaust but I wonder how the two designs compare. Did you also notice the cht drop others see with the powerflow? Anyone else here with experience with this supplier?
  10. Horrible to hear, particularly in case a quicker response might have helped someone. It sounds like it was a busy day at the field, so it's odd that no one noticed anything at that time and crash location. I can't imagine any of us becoming aware of a downed aircraft and simply ignoring it. I always have my 2nd radio monitoring 121.5 unless listening to AWOS/ ATIS or when impertinent chatter on that frequency becomes a distraction. Usually it's just quiet. I have had a message relayed to me on 121.5 when the controller forgot to hand me off and I went out of range, so I've been pretty consistent about monitoring since that time. I've heard a legit ELT go off once in my brief time as a pilot - then heard multiple commercial flights report it to NY Approach before I could open my mouth. Turned out to be a warbird pilot who went down in the Hudson last year and perished.
  11. People may have thought the original M20 Mooneys to be antiquated even in the 70's. But this photo proves the old bird's style to have aged better than styles of clothing and cars of that day
  12. I now have a fair amount of experience with Airmods and generally like them. It seems that Shane oversees most of the day to day maintenance operation and is hands on for some of the more complicated work. He has always been reasonable and responsive with me. Dave seems to provide looser but higher level supervision and gets involved hands on in specific jobs. He is a good guy and a senior guru in the Mooney world but may not be too involved in many of the jobs. As with other busy shops, there will be multiple people wtih varied experience levels working on your plane during an annual, so there is room for miscommunication. They are not perfect. Written instructions, inquisitiveness on details, and regular followup communication from the owner goes a long way toward a positive outcome.
  13. 237 hours since 1997? Yikes.
  14. Agree Airmods and Weber are the choices if you really want Mooney-specific expertise. Neither are cheap, Weber is a bit higher for base rate annual but lack of sales tax in PA for aircraft maintenance offsets somewhat.