MBDiagMan

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MBDiagMan last won the day on March 10

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About MBDiagMan

  • Rank
    Lives Here

Profile Information

  • Gender
    Male
  • 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 #
    N7889P
  • Model
    M 20 C
  1. TWIST the handle while pulling down and I bet it will come down.
  2. '64 M20C crosswind limitations?

    I am not big on touch and go’s, but if there is plenty of runway I will do them if an instructor is wanting me to. I did my BFR Saturday and he pulled the power near the airport. I brought it in power off good enough to walk away, but he had me take off while still rolling and then he pulled the power again after we climbed out. I was on a 6,500’ runway so it really wasn’t a problem. I am beginning my instrument work with this guy and still getting used to him. He pushes you hard which I like, but it will be interesting if he gets carried away with touch and goes. My plan is to let him take me through IR, Commercial and ME, but with everything going on in my life, something might get in the way.
  3. '64 M20C crosswind limitations?

    This thread makes me want to go lookup a similar thread I started before beginning my Mooney transition training last February. Almost all my flying previous to buying the Mooney was tailwheel. I even started threads on here and another pilot forum asking if I was biting off more than I could chew with such a wild idea as the unobtainable goal of learning to fly a Mooney. In the course of my lack of self confidence, I saw that there was going to be cross wind on the day my C was to be delivered and thought I was doomed. At the time there were two schools of thought regarding crosswind and everything else about the impossible task of a non Mooney pilot being so brazen as to believe that he could ever transition without an instructor with a thousand hours or more and at least 100 students successfully transitioned to the impossible to fly and mysterious Mooney. The other school of thought was those who shrugged their shoulders and said something like “what’s the big deal it’s just another airplane?” I read all the posts about the early C’s not having enough rudder authority and all the other warnings implying that I would die in a crosswind. All the time while selecting flowers I did not consider my own landing technique in my little Cessna 140 in which I had logged about a thousand landings to include gusty and variable crosswinds. My crosswind technique from the very beginning was “ just enough rudder to keep it parallel to the runway and just enough aileron to keep it on the centerline and not drifting one way or the other.” As luck would have it, the day my instructor delivered the plane to my home field and began my transition training the wind was forecast to change to a gusty crosswind. In addition, it was a day of pretty choppy winds. After all the you will die advice from the naysayers that doomed the lowly Cessna 140 pilot to sure death I notified the funeral home of the assured business and got in the plane anyway. We started doing landings and I worked to learn the landing gear and getting the feel of the airplane in the flair. After most of the day of landings less than perfect, but acceptable, we knocked off for the day, had dinner and I put him in a hotel for the night. Once I got to the house that night, it occurred to me that I had been crosswind landing in a 13 knot or more gusty crosswind all day and was still alive and really the crosswind was a non event not noticed due to focusing on everything else. Although I was not greasing it in as I would have liked, this thing was much easier to deal with in a crosswind than the little putt-putt I had been flying all this time. NOW!.... I said all that to make this point: I realize that there is a school of thought and even verbiage in Airman’s manuals that pretty much dictate crab into the wind and straighten up at the last minute, BUT using the crosswind technique I was taught by the old school tailwheel instructor allows you to handle all the crosswind that a normal human being would want to fly in. I join those who recommend transition training be done by a Mooney savvy instructor, but if you are experienced at crosswind landing with the technique I described, crosswinds will be nothing new at all and if you can do them in a taildragger, or the same technique in any airplane, you won’t even know there is a crosswind.. You will just put her down. Landing a Mooney in a crosswind is like anything else with a Mooney. Just learn the right techniques and go enjoy yourself. As I recall Mooney indicated that an 11 knot crosswind is not a crosswind in an early model. I contend that the number is much higher than that if you use the right technique.
  4. Carb ice detector vs. carb temp.

    Both my planes have the same carb temp gauge. I developed the habit of checking upon my descent and on downwind. If it is not yellow, I don’t use carb heat. This has worked well for me.
  5. Thanks Chris! It was GREAT HAVING YOU! Today is even better. I got a ride in 1928 Curtiss Wright BiPlane. We are watching everything under the Sun take to the air with Vets aboard. C47, P51, Albatross, OLD Biplanes... and there are more to come. Come see us!
  6. There is a great warbirds museum behind my hangar with top quality AIRWORTHY warbirds including Corsair, Mustang, B25, C47, T6, Stearman as well as interesting airworthy examples such as a Ford Tri-motor. This weekend, additional warbirds are flying in for an event for the WWII glider pilots. It is a wonderful event for them and a great time to stop by and see a great collection on the ground and in the air. The owner is known for giving free rides to Veterans. No promises, but it happens. If you decide to drop by, I will have our hangar open all three days (although we will be working the event from 1:00 to 5:00 Thursday) with coffee, water, soda and snacks. We even plan on cranking up some home made ice cream at some point. Our hangar is on the North end, backed up to the museum facing South, closest to the runway. Number E-3. If you can make it, plan to stop by. I will be watching for Mooneys and try to pick you up in the golf cart. Hope you can make it!
  7. I Used To Fly A Cessna C140...

    Mine has a vacuum pump and although not current has been certified. The person who did the restoration, or restomodified, would probably be an accurate term, gave it to his wife as a birthday present and she got her IR in it.
  8. I don't know a lot of details, but there will be a number of warbirds flying into the Flight museum at Mount Pleasant, KOSA next weekend. This will add a number of airworthy warbirds to the beautiful and frequently flown planes at the museum to include a B25, P51, Corsair, C47, Albatross, Duck and others. I plan on having my hangar open for all three days and will have chairs and try to have water and refreshments. My Hangar is E3. The museum is the Northern most group of hangars and mine backs up to it, facing South and closest to the runway. I have a golf cart and will try to ride out to meet any Mooney's I see taxiing in. Come one, come all, we would love to see you.
  9. I Used To Fly A Cessna C140...

    How did you find the transition? I did mine in February. Thought it was going to be a problem, but I just fly my approach as if I were three pointing the Taildragger except I fly it at different speeds. I even slip it sometimes just like I did in the 140.
  10. I Used To Fly A Cessna C140...

    I too logged plenty of 140 time before buying my C model. In fact, I still have my 140. She is a very nice '48 ragwwing with lots of mods and 150 parts including an O200 and als has a custom IR panel with six pack, center stack and dual VOR's with glide slope. I love flying her on a pretty early morning.
  11. M-20C Airspeed Indicator Replacement

    Welcome to the forum. I bought my C last February. I also want to do something with my ASI, but mainly because it is foggy, probably from cigarette smoke from years past. If you find a good source, please share the info and I will do the same. looking forward to hearing more about your C. It looks like an electric gear version.
  12. Vacuum pump failed

    On the more serious side of the thread... About a hundred hours after I bought my Cessna 140, the vacuum pump went out, yes Cessna 140, it is an instrument plane with a custom panel with six pack, center stack, glide slope, Etal.... The pump was a typical dry vane version. The mechanic said they only last about four or five hundred hours.
  13. Vacuum pump failed

    .. And as for the AI, the pump would no longer suck it.
  14. New M20E Owner!

    Congratulations! Great looking airplane.
  15. Insurance

    Sounds reasonable.