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About ShuRugal

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    M20C (1964)
  1. Speaking of vacuum steps-

    Previous owner solved that problem in mine by replacing the crank with a 2" split ring. A bit of a PITA to operate, but doesn't jab the knee. Sent from my Pixel using Tapatalk
  2. passenger seatbelt of doom

    Head on down to your local motorcycle shop and find a good set of motorcycle gloves. A well designed MC glove fits snugly enough that it doesn't reduce your ability to operate switches and controls, and protects your knuckles.
  3. Speaking of vacuum steps-

    Speaking for myself only... I like how clean it looks. One less thing hanging off and looking ugly. Sent from my Pixel using Tapatalk
  4. First Night flight

    Thanks! The answer was "there are some farms off that way <points>, but the bridge would probably be best in a true emergency" In restrospect, we had enough altitude and speed to reach KRIC and possibly make runway 7. Definitely could have hit taxiway E.
  5. Uber’s Pipedream

    This particular "argument" always bothers me. The answer is obvious: the car is going to be programmed to do the exact same thing a human driver would do: preserve the occupants. If you can find me an actual real-world example of the following scenario of someone who is in a situation where there is an imminent collision between a car-slaying object and an innocent bystander, where they have the option to choose one or the other, and they are able to distinguish what those two items are, recognize the consequences of hitting each of those objects, choose which they would rather hit, recognize the actions needed to take to change the course of their vehicle, and put it all into action in the half a second they have before the point of no return is passed... I'll eat my hat if you can find a single person who *chose* self-sacrifice while running on adrenaline and instinct. In those scenarios, you're lucky if you recognize one of the the pending collisions before it occurs. If you not only recognize both, but are able to make a rational choice between them, then your reflexes are straight out of the Matrix.
  6. Speaking of vacuum steps-

    Converting the step to electric should be easy enough, if you can convince your AP that a 12V motor, a spool, and some cable is a minor mod. [emoji14] Sent from my Pixel using Tapatalk
  7. Speaking of vacuum steps-

    In my case, it's more "cool factor" interest: is the cool factor going to be worth the expense? Dunno, what's the expense gonna be?
  8. Speaking of vacuum steps-

    Interested in the answer here, I also have a crank step.
  9. First Night flight

    as the title says: my first time flying at night:
  10. '64 M20C crosswind limitations?

    That could be what I was experiencing, but the difference seemed both more abrupt and of greater magnitude than what I am used to. Of course, 40hrs in the Tecnam vs 8 in the Mooney, could easily be a problem in the seat-to-yoke interface. Sent from my Pixel using Tapatalk
  11. Aviation Jokes

    Bane of my existence. Our good idea fairy didn't have time to acknowledge the existence of anyone who didn't outrank him (and therefore, he couldn't suck up to) unless it was to impose a Good Idea on some unsuspecting Specialists...
  12. '64 M20C crosswind limitations?

    That might be a concern. I've found that to avoid accidental manipulation of the toe breaks on touchdown, I need to have the arch of my foot in the rudder bar, and press from my heels. Even with the seat fully forward, this makes the last little bit of the pedal difficult to reach, since I cannot get my toes involved. I did run into a problem where one pair of boots that I have is so thick in the soles that I cannot tell what I am doing with the pedals. I now wear my super worn down Rockies to fly, I can feel gravel through the soles of that pair, much better. Sent from my Pixel using Tapatalk
  13. '64 M20C crosswind limitations?

    That makes sense, I had not considered the effect the interconnect would have. Sent from my Pixel using Tapatalk
  14. '64 M20C crosswind limitations?

    could be, but one of my landings with Lee, I was using so much pedal he had to move his feet for me. If i was doing this, it wasn't much. That said, it's definitely something I need to watch out for. the pedals in the Mooney are half as high from the floor as the ones in the Tecnam, and I have to use a completely different foot arrangement, and I could see what you describe being a result of that.
  15. Doing a bit of research into crosswind limits, can't seem to find any good numbers, and the manual does not mention nary a peep... Doing my transition training with Lee 2 weeks ago, he commented that I seemed to be needing an awful lot of left rudder for the amount of crosswind we had (I don't remember the xwind component that day, but overall winds were ~6G12 IIRC, and wind was probably not more than 45 degrees off to the right). Now, his bird is a 201, and I understand that the newer Mooneys have both a longer rudder and greater throw than the older ones, so maybe that accounts for why it seemed excessive to him? Flying with my regular CFI this past Saturday, on the first landing, which had some nice swirly gusts to play with, I noticed that I was using a great deal of left rudder, probably 80% of what my leg would reach. Once we got within 20 feet of the ground, it smoothed out and i relaxed to about half that amount for touchdown. AWOS claimed "variable at 6 kts", but with as much deflection as I needed, i'm thinking there must have been a fair amount of low-level wind shear... Either way, got me thinking, how do these birds hold up in a crosswind? what'll they take before hitting full stop? it seems like RH crosswinds are worse than LH crosswinds, but that's just my gut and I don't have any actual numbers to compare.