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About Boilermonkey

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  1. Camera Mounts / Location?????

    I mounted my Garmin Virb about 8 inches to the top left of the center of the windshield. I'll try to get a pic.
  2. Flying to see the Eclipse

    Yup, but no NOTAM or controllers to keep it organized.
  3. Flying to see the Eclipse

    Planning to orbit with 20nm legs over the Kentucky and Illinois border.
  4. Clear AvGas?

    There is an ATSM standard for 100LL. If what you buy does not comply, the supplier is liable for misrepresentation and damages. Just be sure the damages are a drain, cleaning, and refuel and not bent metal...because one can also argue that the PIC is responsible for ensuring the fuel complies with the systems on the airplane.
  5. Transition Training: 172 to M20C

    #1 Sight Picture is significantly different. Low wing, closer to the ground, more reclined seat position, etc. #2 Energy management. The plane is harder to slow down...dumping the flaps won't slow you down nearly as much as the 172. And all that has been said here before. #3 While your floating (if it happens) be patient. We have a 5000 foot runway, while you may use up too much of the runway for a touch and go, that's fine. Just let her settle, be careful not to balloon or bounce! #4 Porpoise. You may flare too high (or balloon) causing a big bounce and cause a porpoise. If you do, GO AROUND...Smoothly add throttle (otherwise she'll cough), don't climb yet, just level her out just over the ground, get some speed, begin your climb, put the gear up, and collect your self. #5 Control inputs are smaller than a 172. #6 As she settles release most of your crosswind input. If you don't the nose wheel will touch down at an angle and you'll veer off towards the edge of the runway. If that happens, release the correction and then gently correct, if you over correct you'll have a bad day. #7 Retrac. Normal stuff about retrac, but the manual gear on the Mooney is intended to be raised around 80mph. So, don't dilly dally about putting them up as it takes more force at higher speeds. When you move the bar, move it firmly and smoothly in one motion from the verticle to the floor and push the sleeve back to lock. If you can slide your thumbnail in the floor block, or the block when it is "down and locked" it is NOT locked. Push the sleeve a bit and you should not be able to put your thumbnail in-between the sleeve and the block. #8 Cloud Ahoy is a humbling tool. I recommend Cloud Ahoy. Look it up, you can export the GPS track logs from the Stratus/Foreflight into it and look at your airspeeds, track, etc. It's very helpful in finding out why something happened or seeing how consistent you are. #9 Your co-owners love pilot stories, beer, and wine...but always after flying. That's all that comes to mind, I only transitioned 50 hrs (6 months) ago from C172/182s. It took about 10hrs to get it nailed.
  6. Not the best landing

    I'm sure none of them fly in areas where deer run out on runways then. Touch and goes should be a part of training.
  7. Not the best landing

    Centerline alignment is to the left, but otherwise, this is what I aim for. Also be careful in a crosswind when the nose wheel comes down that you have released most of the rudder correction. Since that controls the nosewheel steering you can find your self suddenly veering towards the edge of the runway. Release the correction, let her nose touch and then find the new correction.
  8. Cowl Flaps Closure M20C

    Hmm the saga continues....
  9. Cowl Flaps Closure M20C

    What about when it is retracted?
  10. Pattern Work at KHFY M20C

    I believe the Garmin Virb Ultra 30 has an atmospheric altimeter. They have a different case for external and internal. The internal one has a hole in the case to allow the pressure to equalize.
  11. Parking Brake not working = no fluid!!

    I knew how the system worked at about 10hrs of training when the other student went in the weeds a long time back. Surprised it wasn't taught in the discovery flight ;-) We have hydraulic flaps and brakes. The parking brake was the first indicator, the mushy toe brakes the second. We put it back in the hangar and found the o ring before the whole system went down. The flaps worked fine, so there was clearly something left in the system.
  12. Awhile back I learned an important lesson. In most GA aircraft the parking brake is not like a car's. It is not a separate linkage to engage the brakes, but a system that locks the pressure in the brake lines to keep the brakes engaged. Something they don't talk about in flight schools: you must have the brakes engaged before you set the parking brake!!! Otherwise, there's no pressure in the system to lock the brakes...hence students going off the run-up pad because they don't understand systems. I learned that lesson by studying the systems, but not before another student ran into the grass!!! Ok onto my lesson...I could not get the parking brake to work on our M20C. I thought it must be a valve or a linkage from the panel to the valve. The toe pedals engaged the brakes just what could be the problem? Then the toe pedals started to feel mushy, uh oh! Pop off the cowling to look and the brake reservoir is empty! The issue turned out there was a bad O-ring in one of the cylinders, so we were leaking fluid. We had enough to engage the brakes from the toe pedals, but not enough to keep the parking brake engaged. Moral of the story....if the parking brake won't is probably the first sign of a fluid issue...glad we found the issue and it was easy to fix.
  13. The cowl flaps on our M20C don't close flush with the body of the airframe. They are not hitting anything, it actually looks like the linkages are adjusted intentionally for this. Is this common? Are they meant to close flush? Or are they intentionally left open a bit for airflow?
  14. Engine mounts

    How do you know if the mounts are ready to be replaced? Any idea how many hours of labor for the job?
  15. Not the best landing

    Everyone has been there.