skykrawler

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About skykrawler

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  • Gender
    Male
  • Location
    SE Virginia KPHF
  • Interests
    Aviation, flight response of dimpled spheroids, sailing
  • Reg #
    N1171L
  • Model
    '82 M20J

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  1. Unfortunately the only time to get a good inspection on a wheel is when it is dissembled to change a tire or tube. When I was in a flying club the tires were changed frequently. I put new tires on almost 3 years ago. EricJ, was it a corrosion induced failure? I don't know what wheels the early C models had but the older Cessnas had those three piece McCauley wheels with dis-similar metals.
  2. In relation to violating operating limitations the fine point seems to be whether a 'weak' battery can be considered operable. From a practical standpoint it might be the time to arrive and land somewhere after an alternator failure. I measured the loads on my airplane with all the usual equipment it was 38 amps. Then you start adding for transmitting, gear operation, flap operation, boost pump (no backup flap extension). It doesn't take long to run a good battery down if you don't shed the loads quickly, even then. From an M20R manual..... ENGINE START ~~~~~~ ~ CAUTION ~ When either battery voltage is low, inspection should be conducted to determine condition of battery and/or reason for battery being low. Replacement or servicing of batteries is essential and charging for at least one hour should be done before engine is started. Batteries must be serviceable and IT IS RECOMMENDED THAT BATTERIES BE FULLY CHARGED TO OPERATE AIRCRAFT. Electrical components may also be damaged if aircraft is operated when batteries are low. -——- | NOTE | When starting engine using the approved external power source, no special starting procedure is necessary. Use normal starting procedures below. DO NOT START ENGINE IF BOTH BATTERIES ARE INCAPABLE OF STARTING ENGINE. Recharge dead batteries for at least one hour (at 3 - 4 amps) before starting engine. Only No. 1 battery (left side of tailcone) is connected to the Auxiliary Power plug.
  3. I must have. Plenty have landed gear up with the horn wailing. You might find a few - Colgan Air for example. There have been some wind-shear accidents. But you will find a lot more in general aviation.
  4. What voltage is the alternator producing when the engine is running? This can directly affect the charge level achieved when shut down after a flight. The regulator in my airplane was set to under 13 volts and I adjusted it to 13.7 (i think, its been 3 years). When I put the battery minder on after flying it switches to float mode within a couple of minutes. I have a Concorde RG series which is a valve regulated lead acid. The Concorde owners manual says the recommended voltage regulator setting for 0..15 deg C is 14.25 to 14.5 volts. I think this is a pervasive problem with airplanes. Over the years I have seen many airplanes with marginal charging that leave battery undercharged. The battery charge state should be measured with a voltmeter and the master off. Its worth the effort to know what you are getting. So lets hear it, what does the voltage indicator report with the engine running....
  5. Somebody said it..... the leading edge of turn table needs to be over the axle. And maybe tilted away so when the wheel rolls in it is slightly over center until what ever will retain the wheel in place. The bar will need enough lever arm to make lifting the nose doable.
  6. If you want to use ground speed you are missing the point. Our airspeed indicators already show stall speed with flaps and gear retracted - for max GW level flight - which is the bottom of the green arc. The proposed mark just tells you to pay more attention when clean and below airspeed where maneuvering brings you closer to the stall AOA. Modern airliners show maneuvering margins on the speed tape relative to the deployed flaps and current gross weight.
  7. When solo, My airplane will rotate with less force with the trim indicator up by the width of the bar. But once it hits 85kts it needs down trim. So I now I just leave it set to the take-off position and apply more force to rotate and only need to trim when I raise the flaps.
  8. http://www.precisionairmotive.com/Publications/15-338e.pdf
  9. Uh....I think once the gear and flaps are retracted you are in the climb configuration. My obstacle clearance takeoff experience is when I rotate I have to focus carefully to keep the airspeed from going above Vx at a very high pitch attitude. No messing with the gear then. After clearance height is achieved nose down gear up. I believe that at Vx speed the gear drag is less important than getting the thrust vector pointed up.
  10. Late to the topic. I've been using a Velcro strap on my leg (and back of iPad pro 10.5) to keep it from falling on the floor when need both hands. Decided I wanted a mount and was cruising the space. Then I remembered I had Garmin 196 mount. I removed the 4 screws retaining the receptacle for the 196 which leaves a 3x4 inch flat area to which I added Velcro. The iPad sticks to that and may be re-positioned up or down without loosening the mount. Seems like it will work fine.
  11. I watched a two bounce go around by a C182 at W75 yesterday. Some short fields are shorter than others. KGDY 2256ft elev 2300. Shaved off mountain top. some folks find KSEZ challenging. Opposite end.... I would encourage people to have a healthy respect for their limitations. The consequences can be severe.
  12. My '82 s/n 24-1130 has a McCauley.
  13. I am with the flaps should stay down side. Decreased aero braking requires more use of the brakes. If you are ham-footed you can still lock up your brakes after raising the flaps.
  14. The gear airspeed safety switch (mounted on the back of the airspeed indicator) spec is 60 +/-5 knots.