Shiny moose

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About Shiny moose

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  1. When do you retract flaps after take-off?

    You have to love this site and the experiences of its members. I am very happy this turned out the way it did. What is your opinion, leave gear down longer on take off or continue positive rate gear up? One of the reasons I do not change fuel tanks before take off is hopefully I get to the water or contamination ( I always sump tanks) on my taxi and run up before I give take-off power! Once upon a time I once fueled a Belgian military helicopter from a military fuel truck and put 15 gallons of water in his jet fuel tank, thankfully never even got it started. Seems fuel farm had left the top of the truck open overnight during heavy rains and no safety measures ( ie filters on the truck )
  2. When do you retract flaps after take-off?

    This is just my opinion, upon positive rate get the gear(drag) up. I personally want altitude and airspeed, keeping the gear down just slows down getting either one of those, or both. The kiss rule applies here, if we teach students to retract upon positive rate each time, every time, then one less thing to think about when in a high density or short field situation. I suspect we could use the theory of each knot over proper landing speed increases the landing distance by 100 feet. So take off at 70 climbing out at 90 with gear down then an engine failure, may cause a 2000 foot increase in landing distance, never mind distance eaten up by loosing the altitude to get back down to the runway, but that's going to happen fast at 90 unless we trim for different. Someone should try this on a real long runway( I don't want to do it in my airplane ) Normal take off, leave gear down, climb out at VX or VY, at 200 ft, engine to idle, land at normal landing speeds, and see how much runway is used, I suspect it will be lots more than we thought
  3. Druck Transducers

    What in the druck is going on here! And on his farm he had some drucks, here a druck, there a druck, everywhere a druck druck!
  4. Slowing Her Down...

    I've done lots of flying all over the US, Canada, and Mexico and I agree with you ground operations WERE the hardest thing , but with this IPad stuff and foreflight it has change the world of aviation. I Took a long hiatus from avaition when I came back to fly for fun only, I was amazed at what had transpired
  5. Slowing Her Down...

    IMHO descending into a pattern is not a great idea you may descend into someone flying the in the pattern. Overfly the airport at pattern altitude, traffic will be easier to see as it will not be in the ground clutter (at least even with horizon) your favorite old timer that has no radios will be happy that you see them, and not drop in front of them or on them As for learning to slow down a M20F to gear speeds, simply plan your descent, every thousand feet you need to loose plan 5 miles, (ex. Need to loose 7000 feet to get to pattern alt start descent at 35 miles out roll the nose down and trim to top of green(same for smooth or bumpy air for consistency ) reduce power slowly 1 inch per 1000 you descend , minding the mixture, stop reducing power at 15-14 inches level off at pattern altitude a few miles from pattern, speed will bleed off after several seconds and will put you at gear speed abeam the numbers or before, without needing to change power put the gear down and that will slow you to flap speeds, when flaps are all down, trim for airspeed and start reducing power to control your descent and landing spot . Keep your workload to a minimum, every one has different ways of doing one thing, no need to move prop from high cruise, to low to descend, to high land, this is just my opinion and will work for you if you are having a hard time
  6. Wanting Monroy ADT300

    Found one, thank for all the help Sent from my iPad using Tapatalk
  7. Thoughts on Velocity aircraft

    The difference in a 200kt vs a 185kt airplane flying from BOS to LAX 2270 miles in a no wind ( hahaha) flight is only an hour, downgrading to 150kts will add another 3 hours or 15 total flying hours. remember I said no wind!!! no matter how you look at this its a long ass couple of days travel. If you have a couple of young kids and a wife asking them to remain calm and sitting for 2 full flying days adding in fuel and food stops, you will only do this trip a few times before it ends, either by the boss( your wife) or by you not wanting to hear the boss tell you she doesn't want to do this anymore. My opinion only! Sent from my iPad using Tapatalk
  8. With everyone upgrading early to ads-b maybe someone has an ADT300 laying around, I will be needing that antenna also. Yes I am a CB Sent from my iPad using Tapatalk
  9. Emergency Procedure

    Just ask your favorite float plane pilot, if on amphibious floats about landing in the water with the gear down. It's a big huge no-no. The drag caused by a gear hitting the water will likely cause the plane to flip over. Sent from my iPad using Tapatalk
  10. Looking for pedal extensions

    Check you messages or email me jeel@mchsi.com Jeff Sent from my iPad using Tapatalk
  11. Partitioned and Distributed Annual

    Just remember, signing off an annual is stating that up to that date and signature, the aircraft IS in airworthy condition, including all other work and inspections in its past, not future. So hanging another engine or prop after an annual would only require an entry in log not another annual Sent from my iPad using Tapatalk
  12. Looking for pedal extensions

    The 1.5 extensions are very simple and you could make a set without too much work. 3 inchers are a bit more involved, but doable. If your 6 ft tall check your seat, if it's old, soft, and allowing your butt down and back, increasing the distance to the rudder pedals, you might just need a nice seat cover (sheepskin) I'm 5'11 with 31 inseam and on the last seat hole without any extensions, just a quality cover. I have the drawings for both. If you want a paper copy let me know Jeff Sent from my iPad using Tapatalk
  13. Brittian Autopilot Repair

    I have personally met the people at Brittian and I can tell you that they are all REALLY great people! You will not get better service from anywhere else Sent from my iPad using Tapatalk
  14. Speed Mods

    In my 67F with 201 windshield, brakes rotated, lower cowl, I see 152kts true at 65% power 9500 ft density alt around 11500, burning 9.4 gal per hour. I use my trusty E6B during cruise. I have verified that it is correct with a 3 way GS calc before I would think your TN would give you a bit better performance at altitude Sent from my iPad using Tapatalk
  15. WTB: Fuel Flow Indicator

    FS450 is a nice fuel flow with adjustable tank size but not separate quantities, might connect to your particular GPS Sent from my iPad using Tapatalk