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About Tx_Aggie

  • Rank
    Advanced Member

Profile Information

  • Reg #
    N2210Y, N770DK
  • Model
    M20R, M20C
  1. I’ve flown with a the UflyMike adapter to my bose QC15 headset the last two years and they’ve been great. Recently they’ve started to work very poorly - the ANR feature goes on and off during throttle changes. It’s weird. UFM reps tell me it’s bose’ issue, it works just fine without the mike adapter so I’m not sure what to do. Is there a lesser expensive, quality option to the Bose a20 that anyone actually likes? I can’t justify forming over $1100 for a headset. Sent from my iPhone using Tapatalk
  2. M20F w/201 mods

    Wow ultimate post hijack. Back to Mooney F and J discussion please? Geez. Sent from my iPhone using Tapatalk
  3. M20F w/201 mods

    Those fuel flows are just fine for 9000-11500’ range. The higher you go the better (lesser) fuel flow you’ll achieve in a normally aspirated engine. When I took the C on cross countries at 11000’ I often saw 7.0-8.5 gph fuel flow. You’re numbers look good to me. Sent from my iPhone using Tapatalk
  4. M20F w/201 mods

    Thanks that helps. Seems a bit strange that trim should come up all the way with little increase in engine output relative to a C. The Ovation has an extra 100 hp so I understand the nose down attitude at slower speeds. Still Not sure I get the reasoning behind it in the mid bodies. Sent from my iPhone using Tapatalk
  5. M20F w/201 mods

    I also had the trim at takeoff setting on takeoff and had to significantly adjust the trim in order to pull back in order to get the plane to lift off. I thought that odd too. Sent from my iPhone using Tapatalk
  6. M20F w/201 mods

    Flew the F this afternoon. It had a lot larger feel relative to the C, but I didn’t notice much of a performance increase with the 20 extra hp. One thing that I thought odd was while on final approach, the more I backed the throttle out, the more trim it needed to stay at the proper angle. I told the owner the trim felt out of line as I had the trim literally almost all the way up in order to land. He said that was normal, I disagree. I have to trim up substantially in the Ovation because the engine up front is so much larger but I never had to do that in the C, makes me wonder on the F. Does anyone have any similar experience? Other than this, I’m going to have to take it on a proper cross country to get a feel for the 201 style mods and see if it really makes any difference! Sent from my iPhone using Tapatalk
  7. M20F w/201 mods

    What do you mean by twisted wing and rigging?? Sent from my iPhone using Tapatalk
  8. M20F w/201 mods

    This was posted on flight aware from the previous owner I believe. Maybe he's here who knows. But this is the type of cowling I'm talking about. Sent from my iPhone using Tapatalk
  9. M20F w/201 mods

    It's not letting me edit my post. But 9 gph, cowl flaps open, less than 380 CHTs at 8-9000'. Above 9000' I could partially close the cowl flaps depending on the fuel burn, my #2 cylinder was always hottest - far above the others. Sent from my iPhone using Tapatalk
  10. M20F w/201 mods

    I could get 138 KTAS at 9000', just over 9 gph, usually cowl flaps wide open, Sent from my iPhone using Tapatalk
  11. Earlier this year I posted questions on flying a C model offered to me by a local pilot who wanted his C model running. He has the problem owning Both TBM and a 1967 M20C and wanted me to keep the C flying for a season only paying for gas. It was great while it lasted! He's selling the C, but I've since found another opportunity with a similar deal structure on a 1970 M20F with the 201 windshield and a certain kind of cowling closure. Not the one I had in the C that covers the bottom engine inlet, but one that looks like a modified version of the 201 style cowl but slightly different... if that makes sense. This airplane doesn't have up to date IFR equipment but has a wing leveler and a newish Garmin panel mounted VFR gps- I'd have to check again to see what kind. My question is what to flight plan TAS for. He says the only thing different from his plane and a normal 201 is the one piece belly, so in my opinion, knocking 1-2 knots off, can I expect to plan on 152-153 KTAS? Or should I plan closer to 145-150? When I asked the question in the C, then flew the airplane on the cardinal heading test I found that 138 KTAS was better to use than the 142-144 KTAS others were telling me. Sent from my iPhone using Tapatalk
  12. Lessons learned

    My frustration as a vfr pilot was that I was always dropped, almost never provided with entrance into the Bravo, and typical left in 360 turns while IFR guys were given first priority all the way through. After getting he IFR ticket, I'm never dropped, always alerted with traffic and airspace is always open to me. In addition to the weather approaches and better decision making skills. If you fly any amount of cross country, listen to the old timers and get the IR. You seriously won't regret it. It'll also give you a break in your insurance. Sent from my iPhone using Tapatalk
  13. Flying in Hawaii

    Exactly what I was looking for, thanks! Sent from my iPhone using Tapatalk
  14. Lessons learned

    I don't mean to sound like the annoying Monday morning quarterback, but as a fellow IFR pilot, this is the typical set up for a catastrophic accident. I remember once upon a time being the optimistic VFR pilot thinking I could fly anywhere in any weather situation as long as I could find a hole in the clouds and torpedo my way through to safety, but if you think about it there are several unwise factors that you probably haven't thought about: terrain changes, surface elevations relative to the cloud bases, radio towers several hundred feet high, buildings, other "scud running" airplanes. Also why your family or whoever is riding with you gets increasingly anxious over your pursuit to find this mysterious hole, the rest of the air traffic control system can hear your frantic silly efforts that typically disrupt the approach path of everyone who is qualified to fly in those conditions. I don't mean to be cynical. I myself have been there, looking very foolish for getting into a messy situation, ultimately putting my wife and I in potential danger while illegally Descending into and through the clouds. We made it, as you did, but it wasn't until after I got my instrument rating that I realized that mindset is stupid, unwise and dangerous for cross country travel. After an IFR certification, which is the system all other airplanes travel by, layers of cloud flying is very straight forward, fun, and safe provided you're current and actively being proactive/ahead of the airplane. You're entire story could be avoided with a simple approach into whatever airport you landed at. Please do yourself and your family a favor and start your IFR training today. You won't regret it, flying and traveling in general will be exponentially more enjoyable and then when you hear that guy trying to find a hole in the clouds while your autopilot is capturing and holding the glideslope to the runway 5 miles out, you'll be able to chuckle to yourself thinking "dude, go get your instrument rating." Sent from my iPhone using Tapatalk
  15. Flying in Hawaii

    Good evening friends, Someone posted not too long ago about renting a plane in Hawaii and going up with a local instructor to see the island(s). I remember thinking about this as such a novel idea. My wife and I have decided to head to Oahu in January and I'd like to reach out to whoever posted that message to see whether their experience was worth it or not, who they used and who they'd recommend. Thanks! Sent from my iPhone using Tapatalk