bob865

Butter pam increases your total weight. You have to use the low fat stuff to go faster.

This is one of my all time favorites. https://www.streamlight.com/en/products/detail/index/protac-2aa I had one I used all the time. When working up close it's too bright, but it has a dimmed option availble also in addition to the strobe. It was not cheap, but it was the best ones I've ever owned. Unfortuanately, a set of batteries leaked in it and corroded themselves to the aluminum chassis so it ended up in the trash. I have another one that I really like too that's rechargable. It's bright enough to be used as a landing light if you needed it. Ill have to look at it when I get home and let you know what it is.

Greenville is my home base. I alwasy admire the Mooney's sitting outside runway cafe when I'm at the airport. I guess I should start walking in and introducing myself and saying hello. Oh well.

I'm from the Birmingham area originally, but live in SC now. It has been almost 10 years since I've had a Milo's burger. If you have it at an airport where we can eat at a Milo's Hamburgers I'll be there. I'll drive if I have to!

New canadian campaign slogan, "we built it, and the US is going to pay for it."?

First year at Oshkosh and my first year at the mooney social. Count me in! I'll try to drag my parter on the plane along too. For the name tags: Adam - Bob865 Arthur

Check in with @LANCECASPER. He has some LED landing lights from time to time. Fun fact, as I understand it, the GE PAR 46 light that was the OEM part in your plane and is still used everywhere never had any kind of FAA certification. FWIW.

I'm in Greenville and used AGL when I bought my plane. Not the best experience for me but my concerns were all logistics and customer service, not quality of work. I've talked with them since and would definitely give them another go if I need some work my local guy is not up to the challenge. Anderson, KAND, also has a guy that is highly recommended. He's not an MSC, but he does know the Mooney line pretty well. I can't remember his name right now. Where in NW SC are you located?

I had always dreamed of building the "ultimate" FS rig. It would be dedicated PCs just for graphics, flight physics, and instrumentation/controls. A minimum of a three screens just for the visuals; one for front and one on each side for that imersive feel. Each screen would have it's own PC to prevent any kind of graphics lag. The instrumentation PC woud run additional screen(s) for displaying my flight instruments and taking all of the flight control inputs. The flight physics PC would be responsible for all of the rest of the 'game,' i.e. ATC, Navigation, Other Traffic, and physics. All of them would be netwoked so I would be running one "plane" with 5 PCs. In my mind, that was the only way to get the resoution and frame rate that I felt was necessary. Then I decided a real plane was cheaper and bought a mooney

When on a hike: "My legs weight giving out from the weight in my pack, so I at the food I packed to lighten the load on my legs."

Found some example pics of what can happen when a spline is either not lubricated or when it wears away and isn't replaced. The last picture shows where the splines were completely worn away and the first picture shows the degraded splines on the input shaft for the gear box and this is after we used compressed air to blow the rust dust out so you could actually see something. The last picture shows the splines completely worn away. When you felt it, it felt almost smooth. This motor was on axis 3 of a robot holding a fairly large part. The associate who was working on it reported that the position was off and was trying to drive the robot when it made an unusual jerking motion and then fell. Luckily he was not standing under the robot/part when this happened so no one was hurt. Luckier still, neither the gripper nor the part hit anything on the way down so the robot is the only thing that needed repair.

Make sure to apply some sort of grease to the spines when you install it. Splines are subject to tribo corrosion when not properly lubricated. It will cause the splines to degrade and can eventually disappear completely. We use that type of joint for joining motors to gearboxes in robots. I can tell you some horror stories when someone forgot to lubricate them during installation of the motor. We used Klueber Lube's Microlube GL 261 on the robots, but I don't know if that would be appropriate for your gear cable. Don't install it dry!!

I'm now in my second partnership. I really don't fly enough for owning or even the partnership to make much sense, but I pay the premium for access to the plane. It would be FAR cheaper for me to rent at the rate I fly, but the problem comes in trying to plan trips last minute. There was nothing more annoying than finally getting time to fly and a nice weather day and I either coudn't find an available plane or it was too short notice to organize the keys to the plane. Plus a rental at a school they really frown on or don't allow taking the plane for a few days for a beach or weekend trip. There are no clubs where I am and the one that almost opened fizzled out before it even got started. I wanted to go when I want, where I want, and not have to be on the hook with hundreds of other people. I could own the plane on my own, but why should I? I only fly a few hours a month, why should I pay for 100% of the cost of a plane sitting on a ramp? Not to mention the havoc sitting causes on the plane. Financials aside, the partners make or break a partnership. If you and the partner(s) do not get along, or dont' have the same goals, that's where partnerships fail. When you have good partners you can be super flexible and have no policies on handling the plane. When you have bad partners, you need to have a really good partnership agreement in place. I knew my partner from another partnership when we wanted to move up and the others didn't. We have a formal agreement in place, but we don't keep up with hours, or days, or any of the typical stuff. We don't run a formal engine reserve or maintenance reserve becuase we don't need to. But this is the exception, not the rule with partnerships. We have talked aobut adding a third, but have so far steered away from it becuase it means adding an unknown person. The unknown means we have to be more formal. We would have to start an engine and maintenance reserve. We would have to start a formal calendar, etc. This would be to protect us from a potential wild card. Inteviews and long checkouts are always better, but not fool proof. Not saying this is a bad thing, but it definitey is a thing to consider.

Do you gear indicator lights work and work correctly? There is a microswitch mounted to the throttle cable to detect position. Gear unsafe and that switch together are what activate the gear horn.

If I remember right, you can figure it out by measuring resistance. It's a completely dead/not completely dead test, not a quality test. You have to make sure it's discharged first. It should read realy high, when you first connect the leads and then drop to almost 0. This high resistance being the volt meter charging the capacitor and then dropping to nearly 0 when it's charged. I could be backwards or completely wrong. It's been a while since electronics a-school in Pensacola.

My wife and I actually considered that before we got married last year. My partner on the Mooney is a pastor and we talked about having him marry us in the plane while airborne. Ended up not going the plane route. Decided it was too complicated deciding who flies and all . He still officated our wedding but it was on the ground like everyone else's.

14v or 28v?

These mooney passing other traffic videos are getting popular. I'm cool with that

This is exactly my point about the speed! I fully understand airspeed, groudspeed, and winds aloft and their correlation. I've personally never seen winds aloft about about 30kts in the normal altitude range for a Cherokee 140 on a VFR day. Can it happen? Yes. Have I seen it? No. The only time I've seen winds aloft with those kinds of speeds, it was IFR and even with the rating, in my opinion, you would have been foolish/suicidal to try it out. That was my point in asking. Compared to most on this forum, I'm very very very Junior. Maybe it happens, and maybe it happens more often than I'm aware.

Same thing happened following my G5 install. Found when we did the Pitot/Static check too. The guy doing the inspection is a Garmin dealer and told us that Garmin intentionally ships the G5 40ft off so they can identify when they are off. Not to mention all the other issues they caused. I will be glad when the ADS-B rush is over. Hopefully the avionics industry will go back to normal.

When you are trying to connect to the wifi from the skybeacon, make sure you pay attention to the case when entering the passcode that came with it. The passcode is case sensitive. My long distance assumption is that you aren't successfully connecting to the wifi from the skybeacon and therefore the app won't connect.

So I think the thread is drifting from my original intentions but in this case, it's a good thing. @Shadrach My point about the speed is something that makes me go Hmmm... Not necessarily a bad thing in an of itself, but not something I can explain. Like I said before, I can't come up with a safe way to get 100mph above Vne in a Cherokee safely. Maybe I'm wrong and if someone can help me understand why I am, I welcome it. Those kinds of speeds in Mooney are lot more believable. The adjustable pitch prop allows it go faster without necessarily speeding up the engine, the plane flies closer to the Vne mark in cruise and in normal operation is not unusual to see in the yellow arc, etc. Comparing your Mooney and a Cherokee are not exactly apple to apples. Again, I'm asking to learn, can someone give me a plausible, safe way to get to 210mph in a Cherokee 140? So to try to clarify where I actually meant for this to go. A more philosophical question direction. What do you do about the guy on the field who may or may not be dangerous? Someone you have seen do something dangerous or the gossip says is dangerous. Do you approach them? Do you try to help a fellow aviator improve themselves? How exactly do you do or word that? Has anyone done it? How did they react? Is there any recourse outside of a pilot to pilot chat? At what point would you feel the need to go that far?

I am aware, however....to keep the numbers on a level playing field and maybe make the point more clear, he had a groundspeed of 210mph(183kts) with a Vne of 170mph. If you can help me come up with a safe way to get a plane with a normal curise speed of 110mph to a groundspeed of 210mph, I'll conceed the point. With a 170mph airspeed he would still need a 40mph tail wind to reach this. To reach 170mph airspeed I can't see how you could reach it in a fixed pitch airplane without overspeeding the engine/prop. Basically, I cannot come up with a way to do this in a normal, safe, operating envelope.

I feel like every one of us has had this experience at some point. There's this guy on your field that you know is not safe. Maybe you now him personally, maybe you've just heard about his antics. In my case, I’m in the process of getting my experience. Sit back while I regale you with my tale. Sorry in advance for the wall of text. I met this acquaintance when he bought a share of the plane I was partners in. After buying in, it became obvious his flying skills were below par, but that was somewhat know when he bought in. It was a Cherokee after all and he was getting back into flying and had to do some flying with an instructor to get current again so he could fly solo. Many of us have been there. Well on one of his first training flights, he makes a bad call on a touch and go (forgive me for mentioning a touch and go for now). He lands long and still decides to ‘go’ anyway but because he landed long scared himself because he was so close to the trees on the departure end. Well his conclusion was not, “I should not have forced that landing,” but rather “there has to be something wrong with the plane. It’s not climbing fast enough to clear the trees” Lots more story in here, but we’ll skip to the relevant parts for this discussion. After being incognito for a while he pops back up with a pic of his foreflight where he has a ground speed of 181kts in a Cherokee 140 with a Vne of 170mph! We see him taking off another day and decide to listen to the radio to hear this radio exchange: Tower: Cherokee 123 contact approach on 123.45 Tower: Cherokee 123, did you hear me? Cherokee: Oh!.....Yeah…this is Cherokee 123, go ahead. Tower: Cherokee 123 contact approach Cherokee: Contact approach Cherokee 123 Cherokee: What the frequency for approach? 123.45, right? Tower: Yes, approach on 123.45 Approach: (talking to a heavy) Cherokee: Yeah, I was waiting on you to finish talking to that other guy, this is Cherokee 123 This day had some low clouds and the plane is not equipped for IFR. When asked he said, “yeah the clouds were a little low. I had to fly though one at one point, but I was being vectored so it’s all good.” Now he is buying a v-tail bonanza. When he brings it up, we ask how he’s planning to do it since he doesn’t have a high performance or complex endorsement. He appears surprised but concedes he guesses he will stay the weekend and get his time and endorsement before he flies back. I should add I sold my share of the Cherokee shortly after he bought his so I could buy my Mooney, so this is a mix of hearsay and fist hand accounts. What would you do? I feel like there should be someway of addressing issues like this because they are not only endangering their own lives, but also the lives of those on the ground and those in the air with them.

I'm late to the party and see the discussion has drifted from the original post into debating ADS-B requiements for military aircraft. Anyway, back to the original topic. If you haven't see it, there is a recent study that shows an inverse correlation between accidents and ADS-B. https://www.aopa.org/news-and-media/all-news/2019/april/18/study-shows-accidents-less-likely-with-ads-b-in