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About ShuRugal

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    M20C (1964)

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  1. I added "Adjust and secure seat" to my pre-takeoff checklist as a reminder to make sure the seat is firmly latched before every takeoff. Hypothetical discussions inspired by real world events definitely have a valuable place in developing good safety culture. Sent from my Pixel using Tapatalk
  2. Hah, I've done that. Hovered right off the runway at about 55 MIAS. Smooth as glass, too. Sent from my Pixel using Tapatalk
  3. I guess the body composition of the pilots/passengers is going to matter as much as weight in terms of fitting. I had a 6'0" 220 lb friend up with me, and I had to make him empty his pockets to be able to operate the J-bar, and even then my knuckles carved a divot in his thigh. Someone who had more weight in muscle could still fit laterally, though. I'm just used to being around desk workers, I guess. My baseline experience of "Under 6 feet, over 200 lbs". The 300lb coworker I mentioned previously would overhang onto the pilot seat, which is obviously a no-go (and yes, we measured that). Sent from my Pixel using Tapatalk
  4. Yeah, that works make a difference. My empty weight is 1581, but my arm is 43.8, according to the paperwork. Sent from my Pixel using Tapatalk
  5. What's your empty moment arm look like? Do you have anything mounted in the back? The most I can put in the front seats with full tanks and nothing in the back is about 350 lbs of the tanks are full. Sent from my Pixel using Tapatalk
  6. You and your brother would put my C model forward of CG limits if you took more than 18 gallons of fuel with you. With 300 lbs of rear passenger, you could carry 27 gallons and be right at MTOW and forward CG. To load you and your brother with 50 gallons would require 120 lbs of ballast in the luggage (max for that station), 10 lbs on the hat rack (max), and 46 lbs on the back seat. This is all assuming your brother spends the trip with his seat pushed back to rear of travel. Granted, my C model is a little on the nose-heavy side (owing to having no equipment on the radio tray in the tail), but I would not recommend a Mooney, certainly not a short body, to anyone over 200 lbs, especially if you have friends/family in the same weight category who regularly fly with you. Trying to wrestle a bunch of people that size in and out of a single door will not be fun, the seating space is tight, and low to the floor, which makes getting out a concern. I have a 300 lb co-worker who asked me to take him for a ride, and I had to decline for safety reasons: If he's in the front seat, his body will interfere with the controls (including the J-bar), and if he is incapacitated in an emergency, I won't be able to get past him out the door. In the rear seat, if the plane catches fire, he's going to burn before he can get out. It might be feasible in the new dual-door body, but these planes were just not designed for pilots and passengers of that size :-/
  7. If I can get up to 9500 or 10500, I get anywhere between 8 and 9 gph at 65%, and that usually has me trued out at 140kts. Last time I went up to UKT, I burned exactly 15 gallons in 1.91 tach hours (2.0 wheels off to wheels on according to my EFB) Sent from my Pixel using Tapatalk
  8. At my fuel burn, my C model can do 5 hours on a full tank, (4 + 1 hr reserve). Longest XC I've flown so far is 2 hours up to KUKT. Really need to get my IFR cert so I can plan longer trips with less paranoia about cloud coverage. Sent from my Pixel using Tapatalk
  9. I did my transition with Lee. He taught me more in three days than I ever thought I would learn. Sent from my Pixel using Tapatalk
  10. As@Orionflt said, I'm located at FCI and I'd be happy to arrange a demo flight. Sent from my Pixel using Tapatalk
  11. Raw output of the TAF from NYG on AWC does not have "DS" code listed, but there are all sorts of number groups in there which don't make sense to me... T14? T06? the 6 6-digit codes in every other line? And why are they including QNH lines in the TAF? Maybe they did stuff some Crayons into the Wx gear...
  12. @Marauder Could Garmin and AeroWeatherbe filtering out the DS code for some reason? I would be suprised if the AWC was publishing anything that had not come from the forecasters issuing TAFs.
  13. @Marauder The app I am using is Avia Weather, but the NWS AWC shows the sameTAF:
  14. Planning a Saturday excursion IVO DC/Maryland area with some friends, and NYG is forecasting a dust storm... Why do these guys always have such outrageous TAFs? On Thursday, LEIDOS gave me a "VFR not recommended" from Central VA to DC because these jokers were forecasting IFR ceilings and a thunderstorm, while literally everyone around them was forecasting 4,000- to 8,000' ceilings and 6+ visibility (and while everyone including them was forecasting and reporting 4,00'+ ceilings and 10+ vis). Actual conditions were, surprise, 4,000-6,000' ceilings and 10+ vis. Do the the Marines generate TAFs using a lucky 8 ball? Do the feed their weather gear the same ration of Crayola the troopers get?
  15. unless things have regressed since two years ago when i was still following new developments in that field, most of these devices use their elevation at bootup as "ground". Fairly crude, but for the way the overwhelming majority of people are flying them, sufficient.