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MBDiagMan last won the day on May 14 2019

MBDiagMan had the most liked content!

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About MBDiagMan

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    Won't Leave!

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  • Gender
  • Location
    NE Texas, KOSA
  • Interests
    Flying, Hunting, Fishing, Music, Old Cars, Living in the peace and quiet 20 miles from the nearest four lane highway or railroad track.
  • Reg #
  • Model
    M 20 F

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  1. If the unit needs overhaul there’s an outfit in Tulsa, Pierce and Strait I think is their name that does a great job. You can look them up or call Britain for contact information.
  2. I flew my Johnson Bar C differently from my electric gear F. At that point, with most of my time in a Cessna 140, my attitude was “I don’t need no stinking flaps!” The routine I developed with it was to get the gear up at about 80 to make it an easier tug. I didn’t use flaps. After hurting my shoulder and being forced into an electric gear plane, a respected an retired career pilot friend flew with me and got into my head that I was now flying a complex airplane ad should fly it like one. So, I still had the gear retraction in my routine And would bring it up upon seeing positive rate of climb. After gear made it up and a red light, I would dump the flaps. Today, I have gotten where I might use 1/4 flaps on takeoff and I might not, but when I do that’s when I get rid of them. The F is gaining speed well during climb, so I may have 90 or more by the time I retract flaps. What my pilot friend and Don Maxwell added to my routine was full flap landings. I had lots of trouble at first, but full flaps and near full nose up trim I can get it down and bleed off speed until it settles. Thanks to these two guys I feel more at home in something besides a little taildragger.
  3. I hope you’re young. I’m 71 years old and my family has a history of living to the age of 90. If I make it that long, it won’t be long enough to see the TT approved.
  4. Don, Great to see you post. Hope all is well! I will take a picture of my moon discs next time I’m at the airport. They are nice shiny ones. I wrote the tire pressure inside. I can remove two screws and loosen one and pivot allowing tire pressure Checking/adjusting. Easy easy.
  5. Yes I have a treasured ‘48 Cessna 140. I would love to have a fresh placard and mine is nice enough to deserve it. Problem is that my ‘48 model has “Left-Both-Right-Off.” The early models didn’t have Both. Thanks very much for the offer. I hope someone gets it that can make good use of t.
  6. Cold: mixture rich, throttle slightly open, fuel pump 2 seconds, start it up. Hot: leave everything as it was when killed. Start cranking and move mixture slowly forward and it lights off. Slowly is a rate that would get the mixture full rich in about 1 1/2 or 2 seconds. Thats what works for me.
  7. I would much rather have an engine that needed cylinders than one with low oil pressure or making metal.
  8. I am a retired engineer. The vast majority of my career involved controls and automation. In the course of this experience I learned that no matter how many safeguards are put in place, NOTHING substitutes for the human brain. All these bullet proof interlocks, alarms, warnings and safeguards can not substitute for the human brain. Don’t expect all this automation to be a 100% substitute for your own noggin. If you develop a good habit pattern it will go farther than all the automation you can hang on the airplane. Since you’re discussing such automation, I assume that it’s not a Johnson Bar plane. My first Mooney was a Johnson Bar and I would still have it had I not injured my right shoulder. My current plane is electric gear and I felt more confident of not having a gear up in the Johnson Bar plane. I developed a habit of giving the bar several tugs after GUMPS. In the pattern I would tug after turning base again when turning final and still again on short final. When I had to go to the electric gear plane I converted that habit to looking at the light and if possible looking at the gear window. One of the biggest shortcomings of automated systems is lack of need for operator knowledge of the system, but more significantly is complacency developed from dependency on the automated controls. In the case of the gear, there’s is no problem having full understanding of the gear system. The danger is dependency development. I sincerely believe that good habit development will give you a much better chance of escaping a gear up than all the automation you could employ. If you will simply develop the habit of multiple glances after GUMPS and have this burned into your brain it will be better assurance than all the sensors, horns, lights, bells and whistles that you can install without causing the plane to be over gross. My $0.02,
  9. An oil leak alone, unless it is gushing so much oil that you can’t get where you need to go, does NOT justify an engine overhaul. If it’s holding good oil pressure, making good compression (which it is) and not making metal along with running well, you stand to lose more than you gain. Putting in a brew engine does not mean that everything will be perfect afterward.
  10. Everything forward in takeoff as the manual says should result in 2700 for takeoff roll and climbout.
  11. Off the runway, positive rate of climb, gear up, flaps up. Super simple. A short runway with obstacle I would leave flaps in until obstacle was cleared.
  12. TruTrak didn’t need any coaching on how to drag out product delivery. They were doing fine on their own even before the purchase.
  13. Outstanding! I’m anxious to see one of them!