Nippernaper

He certainly does seem to like to hear himself talk, and doesn't let facts get in the way of a good story, especially when he is the hero. Sent from my iPhone using Tapatalk

Mt sells reversing props for seaplane applications. Sent from my iPhone using Tapatalk

This would explain why I was not getting any ice in rain with a G3X touch OAT of 31 degrees F. I will add the RAT value to my display. Thanks for pointing this out!! Sent from my iPhone using Tapatalk

Based on an ovation poh from the internet, prop is at -49.5, nosewheel at -13.3, and mains at 64.4. Apply an upward force of 35 lbs at the prop and youre pushing down on the each main with 8.2 lbs. Assuming an empty weight of 2300 lbs at station 43.36, and you've got a load of 839 lbs on each main gear, parked. Changing the prop increases the loads on each main by slightly less than 1 percent. To me, that is insignificant. Sent from my iPhone using Tapatalk

Unless the distance from the prop to the nose gear is significantly more than from the mains to the nose gear, there's really not a large moment arm effect in terms of weight on the mains. Just guesstimating, your probably talking 20lbs per main gear change in weight. As stated earlier, fuel tank levels have a far more significant effect on main gear loads when parked. Sent from my iPhone using Tapatalk

I once had a similar issue. It was actually the brake cylinder catching on, as I recall, the fuel boost pump, when I was depressing the brakes to set the parking brake. This would effectively keep the left brake engaged. Might be worth a look if it happens again. Sent from my iPhone using Tapatalk

As you say, if you keep the wings the same size, one will be more lightly loaded, which means it's not being used efficiently, and all the advantages go away. If you reduce the lighter loaded one so that the lift/area are the same, you have the problem of a potential stall of the back wing, which would likely be unrecoverable. Further, I think you would have an unstable arrangement when it comes to dynamic effects. When the plane encounters a gust, it should pitch up. Similarly, if a sudden drop in headwind, it should pitch down. Odd ball planforms can behave in the opposite manner. There seems to be good discussion here: What Are Canards, And Why Don't More Aircraft Have Them? | Boldmethod

It may be that for the short and mid-bodies, the horizontal stabilizers are the weak link, but for the long bodies, with the longer moment arm to the tail, the wings become the weak link. Not that it really matters; go fast enough and pull hard and something is going to give. Sent from my iPhone using Tapatalk

Richard Collins has addressed this many times, among others. Structural failure after loss of control is a well known, often seen phenomena. It is almost always caused by pilot inputs, usually a big pull either in a spiral dive or after breaking out and trying to avoid the ground. Either the horizontal stabilizers fail first, which will then result in a severe nose down pitch followed by negative direction failure of the wings, or the wings fail first in the positive direction. This looks to be the first for a mooney in the latter sequence. Center of gravity is ahead of the center of lift of the wing, so if you lose the tail down force, your nose is going to pitch down. Sent from my iPhone using Tapatalk

My understanding of how structural overload failures typically occur in other makes, like malibus and bonanzas, is that in a high g loading situation, the first thing to fail is the horizontal stabilizer, which fails downward. The plane then pitch-poles (for lack of a better term) nose downward, and the wings also fail in a downward direction due to the sudden, huge aerodynamic loads in the negative direction. This seems to be a very different situation. Sent from my iPhone using Tapatalk

I wonder how close to gross weight they were. Sent from my iPhone using Tapatalk

I've had a g3x touch for almost two years, and the fuel flow/remaining/used quantities are not well integrated. I don't believe you can even add them as data fields at tge top of the display. Nit sure about s countdown timer, will look into that. Sent from my iPhone using Tapatalk

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I'll get some more pics this weekend and post. All open source still! Sent from my iPhone using Tapatalk

Found it. Continental Aerospace Technologies Service Information Letter SIL19-10. Relevant text includes: Caution: A sharp object (such as a screw driver) driven through the disposable oil filter while the oil filter is installed on the engine may cause contamination to the engine oil supply and may require engine disassembly to remove the contamination. Do not remove an oil filter by this method.

I think I saw a service bulletin, maybe from Continental, trying to get folks to stop punching holes in oil filters. In any event, I've had great success with the form-a-funnel. The pvc pipe couldn't get under where the drips were coming from on the J. Sent from my iPhone using Tapatalk

It's been a little while, but see below for parts list: McMaster: Hollow-tired flat-free wheel PN 2331T11 - but almost anything would work here - x2 Steel machinable chain sprocket, 10 tooth for ANSI 35 chain, PN 6793K117 - x2 Flat sprocket, 40 tooth, PN 2299K318 - x2 ebay: Milwaukee 2707-20 M18 hole hawg 1/2" right angle drill onlinemetals: 1.25"x0.12" wall x 36" - definitely overkill, next time I will go with a smaller wall thickness 0.5" O1 tool steel for shafts amazon: 10 piece bearing set, R6-2RS double sealed bearings 3/8" x 7/8" x 9/32" Various screws, setscrews, and flat barstock to hold bearings. I'll get more picks this weekend.

My wife and two kids have been flying with me since our youngest was born. They're older now, but we were able to make it work when they were in the car-seat ages. Mostly in Warriors and C172's, now in a J. The issue in the early years really isn't weight, it's room for all the stuff that young kids seem to create. The biggest PIA is getting the car seats in and out. Not much room to work with, seatbelts that are difficult to adjust correctly, no shoulder belt in most back seats. We found that if you pack carefully, then you can make it work with two children and two adults. Baggage space in a warrior is about the same as in a J (and I'm guessing a C). Once your kids start to get older, the issue moves to useful load. With the Mooney, you need less fuel to go the same distance as just about any other plane, so you can down-fuel to get some additional load. It takes patience, some forethought, but you can do it! It's always nice to see other flying families; we're usually the only ones on the ramp with kids.

We should never discount the possibility that the problem may be us. Rick Durden addressed this a few times, I think in his books ("The Thinking Pilot's Flight Manual") as well as old articles on AvWeb. As pilots, we sometimes don't realize that the way we fly may be negatively impacting our passengers. Definitely worth reading and considering.

Thanks [mention]jlunseth [/mention] great info. I found my local org and am filling out the pilot application now. Sent from my iPhone using Tapatalk

I had not heard this before; can you share any details about this? The liability issues have been a concern for me, and if there really is a federal limit on liability for the pilot, that would change the calculus for me. Sent from my iPhone using Tapatalk

I don't believe so. Sent from my iPhone using Tapatalk

I’m far from an expert, but based on reading through the g3x touch manual when having it installed with an stec30, the only interface is the one-way navigation and heading signals from the g3x to the autopilot. If you want a fully integrated system, that only works with the Garmin autopilots. Sent from my iPad using Tapatalk

I had problems with high oil temps (and associated low pressure) since I got my J about 2 years ago. The mechanic doing my annual finally figured it out; the oil lines to and from the oil cooler were quite old, and weren't allowing full flow. This was after checking the flow through the oil cooler itself and operation of the vernatherm. Sent from my iPhone using Tapatalk