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211º

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211º last won the day on August 31 2016

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    Cincinnati Lunken
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    Aviation, Reading, Photography
  • Reg #
    N6061Q
  • Model
    M20E

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  1. I'm biased - but a elephant-train of Mooneys always looks cool.
  2. Although not a railroad engineer, I’ve ridden headend of Amtrak’s Northeast corridor trains many times. They have the same deadman type switch - except you have to take your hands off of the controls every so often… otherwise the train slows to stop.
  3. Funny, I came "this close" to making that distinction.
  4. BTW, my B6 was inop when I bought my 20E... through about 3 or 4 years and finding little things that needed tweaked and finding some geniuses on MS and working with my A&P, it works better and better. The moments when a little portion of the system come alive or begin to work will make you smile quite a bit.
  5. One thing to note... regardless of the status of the B6 and its board, the altitude component is completely separate from the B6 circuitry. So, if you determine that the B6 is not operating correctly, you can still have an operating altitude hold (which in well rigged Mooney may reduce your workload significantly during long cross countries). There are two layman's tests that you can do on the B6 from the cockpit without getting any tools out. For the PC, when idling on the ground at (say) 1000 RPM, turn the little knob on the yoke all of the way left and right - if it (even slowly) deflects the ailerons, then you may be in business. If one deflects slower/doesn't deflect, then the vacuum isn't holding on just one side as well (I always have to think it through to remember which side this indicates the leak is on). Second layman's test: On the ground again and at 1000 RPM again, turn the B6 to HDG mode and turn the dial to about your plane's heading. Then turn the dial 90 deg left and then 90 deg right of your plane's direction. If the aileron's deflect, then it indicates that (at least) a portion of your B6 is working.
  6. Garrett, a layman's way to test the vacuum. If you push the bellows in on each of the pots or "servos", hold your finger over the hose/hole, and then try to pull the bellows out, are you able to do that.. or is the resistance too great? If you can't pull them out, then it is probably a good servo - as is. If you can pull them out, then maybe the bellows are still good, but the taping needs to be redone. If you retape them per the manual and they pass the layman's test, then I've seen the pots go for as much as $100 each. (see the link next to the string-tied photo on this page for re-taping info. The larger altitude-hold pots and bellows are sometimes harder to find.
  7. The cross county was supposed to be clear sky today - Oof! I wondered as I had about 2 miles visibility (down at an angle from 7,000 feet) if is was due to wild fires far, far way. Over Illinois and Indiana, it was flying in milk.
  8. After flying, does anyone get in the habit of "just slightly adjusting the steering wheel" and then hands off for a little bit? On a just-slightly buried level, I have to remind myself that I'm on a river of asphalt, not in an ocean of air. And a corollary: You know how getting one's Instrument Rating makes the person a better pilot... is there a similar analogy between being a pilot and being a better driver (or could they be inversely related?) (I have plenty of time to think on long cross country trips).
  9. This sounds like a trip to Portsmouth!
  10. On a cross-country IFR flight today, my iPad was near 25% battery level and I decided to turn it off for the majority of the flight. It was kind of fun to fly with just the Garman GPS 155 and the Garman G5. No moving map - just following the needles. Does anyone regularly ever practice "old-school" like this?
  11. I find it hard to believe that this hasn’t been jumped on yet. These systems are amazing.
  12. The moment you realize that somewhere between takeoff and now that the northern route ahead closed up. Sent from my iPad using Tapatalk Pro
  13. An old thread, but what the heck... My Mooney had a Brittain autopilot that was installed, but didn't work when I bought it. I hand flew the Mooney for about 2 years and 300 hours - doable (but I would feel tired and worn out (mixed with something akin to pride and "that was fun!") at the end of a long xc). About a year after that, I discovered that the control head wasn't getting power - a reconnection of the power got the autopilot (with positive control working) working. About 18 month after that, I now understand how to operate the altitude hold and with much help, got it working. Given the above and given that the Mooney will flight straight and level pretty well (with a working PC), I put the greater value at having a working altitude hold - that has reduced by work load in the airplane significantly. If you want to see photos, click here: https://www.windfield.farm/brittain-autopilot Dave
  14. At some point in the future, I'm sure that I'll need a new-to-me or overhauled engine. In looking on line at Air Power and others, I see that there is a $17k credit for returning the old engine. If a factory overhauled engine is about $45k and if I could find/buy two more IO360 AIA engines on birds that haven't flown in 10 years and won't fly again, wouldn't it be nice to buy those for (say) $1,000 each, ship those back and get a new-to-me engine for a net $0 cost. Dave windfield.farm
  15. The other day while sitting in the belly of the beast (Delta), I was thinking... "how close to running out of N-Numbers are we in the US?"
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