Jump to content

Kevin Harberg

Basic Member
  • Content Count

    27
  • Joined

  • Last visited

Community Reputation

32 Excellent

About Kevin Harberg

  • Rank
    Junior Member

Profile Information

  • Reg #
    C-GXTR
  • Model
    M18-X

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. In any videos I have seen, it appears as though you are correct in the low airspeed (just above stall) required to stop the prop. I will on occasion (at cruise speed) try and run a tank dry, and by watching my fuel pressure gauge I can sometimes catch the drop and switch tanks in time to keep the power on. Occasionally, the plane goes quiet for a second before the windmilling prop restarts the engine after restoring fuel supply. Without a starter, I am concerned the sleek Mooney may have to exceed VNE (143mph IAS in the M18) before the prop starts spinning again. I suppose the pitch of my fixe
  2. A forward (main) one piece spar and a smaller but still strong rear spar. No wonder Mooney wings are so tough (even the wooden ones). The box spar design carries the strength throughout the inner wing's cord and provides additional landing gear support. That Al Mooney had some great ideas for wings, retractable gear, and let's face it ... airplanes in general!
  3. I wish I had the woodworking skills required for the "Amateur Built" Class (Canada's "EXPERIMENTAL" or "Homebuilt Class). After watching the rebuild of C-GXTR's M-18 wooden wing when I was a kid, I remarked to the AME that I would love to have an M20 wing for him to build a large 2 place tandem Mooney (with stick control). I thought of that immediately when I saw the photo in the post. Here's the M-18 wing rebuild. (I don't know why it is in black and white, they had colour cameras when I was a kid!).
  4. You wouldn't, would you? We have excellent wood working Aircraft Maintenance Engineers here in Canada that have restored wings that Transport Canada thought were beyond repair, but the AME's endured the process to re-certification. May not always be cost effective, but keeps them flying.
  5. Just curious to see if anyone has tried this. I had logged about 400 hours in my father's 1966 M20C (same as shown, even same colour), but never attempted to stop the prop inflight.
  6. Here's the introduction add for the M20 placed on the last page of the 1953 M18 (Mite) sales brochure.
  7. Great to see that a few more Mite parts found their path to future flight. They appear to be new old stock. Your finished project can't help but be an award winner. Progress pics show 1st class workmanship and material throughout build.
  8. Loved the A Model. My father had the A Model (1960) then later I took my commercial check ride in his 1966 Model. I fly the wooden wing 1953 Model 18. Absolutely rebuildable.
  9. Here's a link to a video of one of the fun things that the Mooney Mite excels at (Flour Bombing). Open canopy flight and slowed to 80- 85MPH for accuracy. 2 cups of white flour in a brown paper lunch bag dropped forward of wing gives great results (remember to put a staple in the top fold of the bag so it deesn't open in the air). Dropping flour out of right side seemed to move flour a couple of feet to the left due to prop wash. Knowing, this, future drops expected to be even more accurate. https://www.youtube.com/watch?v=TyQyVsW0U-s
  10. There are at least three Mooney Mites disassembled that I am aware of in Alberta (I see you are in Canada). Many rebuild projects and unfinished projects out there for those who are capable and willing to endure the process. It was reported several years ago that around 60 M18's were airworthy and around 30 or so were being flown regularly in North America. I suspect many Mites on the register are no longer airworthy and may be available for purchase. Keep looking. Great aircraft that brings back the joy of flying! Kevin Harberg PS. @Sblack - Your register search may not have includ
  11. This M18X uses the metal fuselage design of the M18X Mooney Mite plans with an additional bulkhead installed by the fuel tanks. The stringers are heavier than specified and tie into the rearmost bulkhead from a Mooney M20A (the bulkhead that the entire tail section pivots on to adjust nose up/nose down trim). The vertical stabilizer spar is reinforced with a doubler on the lower section. The vertical stabilizer trailing edge is double the stock thickness. The horizontal stabilizer spar is reinforced with a doubler in the centre section. The horizontal stabilizer trailing edge is double the sto
  12. Here's a You Tube link to a low flight with quick turn for return pass (window open & waving). Turn up the volume! CA65-8F @ 75% power (2150 RPM): https://www.youtube.com/watch?v=BRn8g_PcYXA
  13. If you zoom in, you will see the big red light is labelled on its left as landing gear. The large size was chosen so as to be to be visible during the high ambient daylight conditions observed at noon through the canopy (greenhouse effect washes out smaller indicator lights placed higher up on the panel). The indicator light is actuated via "gear down" detent mounted micro switch interlocked (in series) with the throttle idle micro switch. The size reminds me of a stall warning light I have seen in other aircraft.
  14. Hello everyone, Just wondering if the gap seals (ailerons, flaps, horizontal stab, vertical stab) as well as other modifications that Denver Jacobson did on the build of C-GXTR (M-18X) was worth the effort. It appears to me that this Continental A-65 powered Mite is at least as quick as book (and climbs like crazy), even with the 1025lb gross weight licensed by Transport Canada in the homebuilt/experimental category. The attached photo shows 116-117mph IAS @2150RPM cruise at 3650'ASL (5-10MPH tailwind component as displayed on GPS). On occasion with short bursts of full power (15 seconds
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.