MyNameIsNobody

Here is full scenario last Saturday. I announce my landing and land. Back taxi. Exit Runway taxi to fuel my plane. Mooney Ovation blocking pump with bags on the ground. I pull up and begin to unload. Son heads for cottage on bike. At some point pilot came out of terminal and was tugging his plane across the ramp to tie down. I ran over and said "Can I give you a hand"? His response "That would be nice"....I asked if base of prop is O.K. His response "Yes". I stated that I was surprised how easy his bird was to tow, It is a beauty. His response "When ramp is not hot it is easier". I said Have a great weekend. His response "You too". REALLY? If you are reading that and can't understand what was missing...I am NOT going to say anything to someone this obtuse....EVER. This was not his first rodeo...I tend to give people the benefit of the doubt until they prove to me they ARE an asshole. I just choose to limit my "asshole" time to a minimum when I am on my time having fun. Maybe THAT is what he thought too...

O.K, concensus is to add ground speed before rotation. Could have done this. Appreciate this. Pretty good drop...I was tracking runway so....hope it would have been O.K., but I was along for the ride for a couple seconds. As Ferrell said in Anchorman...Wow, THAT escallated quickly. Thanks for input guys! I was expecting some shananigans with the major wind shifts on sock I was seeing. 75MPH it is if/when I encounter that again.

They were totally singing "Highway to the Danger Zone" with their mirrored iceman shades glistening with the reflection of your rooftop. Hope you didn't get coffee on your shirt

I would appreciate some input/experiences from others that have had similar occur. On take-off this weekend had a gusty cross-wind. Take-off run was uneventful. I rotated at 70mph with take-off flaps and had positive climb and wham stall horn/audible stall in ear piece and plane dropped out momentarily. Gear and flaps still down. Recovered lift and climbed/retracted gear and flaps after clear of departure end trees... Windsock was all over between SW/W/Dropping and then even NW for a moment...I think I caught a NW momentary gust... Anyone else experience this? Suggestions? Could have taken off from Grass field E/W runway...Maybe a better choice with those winds?

"Who is the best pilot you know"? "You're looking at him"-Gordo Cooper

I appologize. I served. I'm good. Post deleted...Fly Safe

Very sorry to hear of this loss. My condolences to the family.

Deleted. Because my German got outdone by my Irish in my reply. (heritage)

Today was return from a fantastic weekend with my son. I flew to PVB and picked him up on Friday afternoon with English pointer in backseat with cased shotguns. Birdbag, dog food, Brats, Buns, Eggs, Bottle of Jack & Cigars. You know, the essentials for an Upland bird hunt. It was my sons first time chasing Ruffed Grouse and Woodcock Up North...That's Northern Wisconsin. Hunter grabbed a "courtesy bike" available at lounge for short ride to cabins. unfortunately the battery would not cooperate and I received a call saying it was on the charger Not looking good for a late "first hunt". Success, he used a trolling motor battery and the charger to get 'er started. Quick change into hunting clothes (my old/younger me for him) and a pair of my boots fit him like a glove. My words to him as we entered the woods? The definition of a safe hunt is?..."Not shooting anyone or myself". Yup. Got into some wood cock and were successful. He downed his first bird over a stylish point and with a little difficulty "I thought it went down"...suspense dog located it. On way back to SUV (within 100 yards) I said "Back when bird cycle was up you could occasionally walk around a corner and a bird would be in the trail..." "Dad, is that a bird" Sure enough ten seconds after I say it Bader is on point and there is a Grouse BUSTED on the trail. Bird Down! The flight back was SLOW. Direct headwind saw 120 knot ground speed at 4500 below the cloud deck. Stayed low as weather said overcas at 4000 at PVB...Not so much. Taxing in I wanted to get fuel as it is $4.50ish vs. $6.00 bucks at home. Instructor and student talking at front of nice 140 Warrior...Blocking pump (sigh) I slow and nod/point at pump. He nods and student is in bird and he does an awesome jump onto wing walk from front of plane. Under a minute they clear pump. NICE. Unload son and load up fuel and off for a short hop home. Even at 120 knots 3.5 hours with a fuel stop/unloading at two locations and getting plane in hanger and drive home vs. a 6.5 hour drive is AWESOME. I love GA and I LOVE my Mooney. And I love Ruffed Grouse. Yum Yum. Woodcock...Rumakee's anyone

I have had several experiences of pilots (having already fueled their plane) proceed to block access to a self-serve pump to unload/load their plane and use "The facilities"... Don't be "That Guy". Move your plane after you fuel it to allow others arriving or departing to get access to the pumps.

My baggage door hold-open hinge was kaput. I got nailed by it while loading and got a new replacement for $7 bucks from Mooney. Cheapest part ever put on my plane...and it STILL is working great 15 years later.

I have a 300GNC as my Com 1. IT is WAY weaker in reception than Com 2 King 155. Always has been that way. I had all kinds of charging issues until replaced/upgraded to Zefttronics/replaced generator. Replaced Antennas. Hope you get it sorted soon. Voltage amps/volts in digital vs. old sixpack analog was a no-brainer too.

The light is NOT meaningless. My gear "appeared" locked, but no light no lock. I used to pull toward me to confirm locked. NO! Pull down on the locking sleeve. If it is locked, it IS locked. If it IS locked you will have a light, unless light is burned out...easily confirmed by pushing on the light...push to test. I used to not point at green and assumed locked. Audible gear alert (hooked to gear horn/light) switch said CHECK GEAR! CHECK GEAR!...Thread followed alerting the proper way to ensure J-Bar is down and locked is to pull down on collar sans pushing thumb detent...DUH!!!! Have been doing my three way check ever since.

Every time my gear audible warning went off there was NO LIGHT for down and locked. I now pull down on locking sleeve and point to green light and say out loud "Gear down and locked". Confirm again on short final, with pull point and "Gear down and locked". I attribute the gear not locking to bad swings. "It happens, but GUP's don't have to".

I, and my partner, have had this happen multiple times over 700 hours. The "audible gear nanny" and pointing at Green light as well as pulling down on "locked" J-Bar are all solutions to gear being "locked" down. The swing/lock can appear solid when not. Our plane has about 2500TT. Our J-Bar receiver is not worn. Micro-switch is doing its thing...As is the light. Do the three checks and you will be fine. If you have a high time/hour plane may want to follow-up with photos/inspection at annual with gear retracted to inspect the J-Bar Down Lock. Glad you caught the light both times. Good job.

I know it is working because it doesn't feel like I am turning a vehicle without power steering in a parking lot.

I did not like the skinny old style yokes. I didn't like pushing the button. New style yokes were $75 bucks on Ebay. Solenoid was <$100 and installation was done during an annual. No big deal.

PC-Positive Control is NOT an Auto-Pilot. PC was/is a wing leveler designed to be "on" all the time unless defeated by pushing the button or pulling out the button to defeat the vacuum based pressure to maintain "wings level flight". When maneuvering (generally take-off and landings the PC was/is defeated by the pilot...BUT the pressure can be overcome "with PC on" with pressure on the yoke. The wing-leveler could be augmented into an altitude hold and heading or GPS auto-pilot system with additional servos in tail for elevator control. Again, this system can be overcome by pressure on yoke. The PC does NOT trim the plane. The plane must be trimmed for level flight to include the roll-trim. You absolutely CAN land a Mooney with PC on. The control forces ARE heavier. Brittain later came up with an electric solenoid to defeat the PC vs. pushing the button. It is actuated with a switch on the "newer" style yokes.

You do not have the Accu-Flite.(Heading Bug Trak) DG would have a heading bug and you would have an additional control box with Accu-Flite and rocker for ON/OFF. You have a later model PC System.

Just saw your latest post with the addendum/On turn-coordinator. THAT should help a lot

Just to clarify, when you have the PC yoke mounted cut-off valve removed and turn with rudders on the ground the plane yoke is turning in the opposite direction of the turn? That is NOT correct. If the button is removed the vacuum should be released and the system should NOT function. If the system is ON (button NOT pushed OR removed) it should respond as above in a turn on the ground. You NEED a roll-trim adjustment with your system. Your plane should have had it in the center of the pilot yoke by the clock. Later models DID have the roll-trim on the T&B with the TC100 system. Something is definitely NOT right with your PC system. The vacuum pressure is NOT difficult to overcome with control pressure, but why fly a bus? Get that sorted. I do NOT notice any wing drop with fuel use, but I always try and balance fuel use on Cross Country trips. Please let us know what you find is "off" with your system. The PC is a wonderful safety of flight tool and when it includes heading bug Trak aid they make Cross Country navigation much more pleasant for a vintage system. Good luck getting it sorted. Call Brittain. They have manuals for different PC systems and will provide you MUCH assistance in getting it fully operational.

Beautiful. I would love to look up and see that shimmering aluminum flashing accross the sunny sky!

Did you get hailed on? "Naw, it was just my hot girlfriend in stiletto heels dancing on my wings"

Wowza. Looks great. How many hours?

You are such a little _ _ _ _ _. Let it go already.