brndiar

Thanks, In POH there is NO W$B. In attachement is what I use. Is there any "official" W&B for M20? Milos.

Hi. Does anyone have experience with 3 Blatt McCauley Propeller? In Schopp i was toiled that 3 blatt is better. Have to change from Hartzell 2Blatt. Thanks, Milos

With "hard pancake landing" wing rupturing and spilling fuel would always be the issue. Not so bad as with some LSA (a lot of them....) where the tanks are in fuselage and pilot literally sits on 50-60L of Benzin. After BRS activation there is always a risk of fire + your ship will become a toy of wind..... https://www.youtube.com/watch?v=gf8DYXUOai8

6 years ago Installed BRS in my all metal "European LSA" (Annex II Aeroplane). It is a taildragger with a firm gear. Theoretically BRS is installed in a way that "hard pancake landing" would avoided and energy of impact will be absorbed first by one wing followed by tail. Easier to achieve with metal construction vs. Carbon/fiberglass construction, which does not absorb energy that good. hopefully not off topic

Some point to think of: In 2015, the fatal rate was at a historic low of 0.92/100,000 flight hours and in 2016, the most recent year for which reliable data is available, it inched down further to 0.80. source: https://www.avweb.com/aviation-news/nall-report-ga-fatal-accident-rate-continues-to-fall/ Current accident rates in a Cirrus 0.95 fatal accidents in 12 months Per 100,000 hours of flying time in past 12 months (9 accidents* in 950,000 hours) 0.92 fatal accidents in 36 months Per 100,000 hours of flying time in past 36 months (25 accidents* in 2.7 million hours) https://www.cirruspilots.org/copa/safety_programs/w/safety_pages/720.caps-saves-and-fatal-accidents.aspx?1 .... Just Statistic... m

Where und wann happened Second fatal Acclaim Ultra Accident-? At https://aviation-safety.net/ there is only one, that from 11.6.2019 Thanks. Just curious.

Congratulations Enjoy. I have mine 1977 C ( no modifications) since march. 120 hous since then throughout Europe. Love it. m.

Students with best CFIs of the Word :-)))).... Sorry for sarkasmus.

Thanks for Reply. Please, see Figure 1.5.5: Pilots involved in maneuvering accidents in the Report and Figure 1.4.5: Pilots involved in fuel management accidents and there % Lethality. Point 4 is from FAA. I am not trying to offend anyone. Just statistic. Where is the mistake? Sorry.m.

Hope not off topic. With better accident record of airliner we have something to learn from them. But WHAT?????? I would like to put here some topic to "tematizieren" 1, GA Fatal Accident Rate Continues to Fall: (28th Joseph T. Nall Report General Aviation Accidents in 2016) https://www.aopa.org/-/media/files/aopa/home/training-and-safety/nall-report/28th-nall-report/non-commercial-fixed-wing/non-commercial-fixed-wing-totals.pdf?la=en&hash=0B36F11DC48273D0A18458FF8FA6BBFDF4A8B8DE 2, Pilots involved in fuel management accidents (accident lethality%) : ATP 12.5%, Private 9.7% CFI on board !!! 18.8% 3, Pilots involved in maneuvering accidents: ATP 40.0% of Fatal accidents with 66.7% Lethality. Private 24.0% with 54.5% Lethality. CFI on board 37.2%!!!! of all accidents with 62.5% Lethality. 4, The FAA has formally requested the International Civil Aviation Organization (ICAO) to address the issue of declining manual flight skills among airline pilots. In a brief submitted to ICAO, the agency says pilots have become too dependent on aircraft systems and either haven’t adequately learned or have not maintained their ability to manually control their aircraft, particularly during the emergencies that result in loss of the systems. “When automation ceases to work properly, pilots who do not have sufficient manual control experience and proper training may be hesitant or not have enough skills to take control of the aircraft,” the FAA report to ICAO said. m.

OK, TURN- The secret of keeping a turn strictly level lies entirely in the proportion of BANK to BACK PRESSURE. Theoretically with 60 grad bank wou have 2Gs and x 1,4 Vs. By too little pressure in turn - you loses altitude + initially you have slip, too much pressure - you gain altitude. One more time- to get a nice book turn -at any one moment the back pressure must be exactly RIGHT FOR THE STEEPNESS of BANK. At shallow turns there is a tendency to adjust the back pressure to bank und vice versa in the steep turn. If during any part of turn the airplane slips, the reason ist almost certainly lack of sufficient pressure and correction should be done with increase the back pressure /NOT WITH RUDDER!!!/. I personally like 45 grad turns, also in emergency, because 45 grad turn is the most effective, with load Factor 1,42 only and does not increase your stall speed dramatically (1,2xVs). BUT !!!!!- all this applies to nice, book, coordinated turn (+ BACK PRESSURE ist correct for that BANK). IN OTHER WORDS SELTEN the case in stress and case of abrupt turn. Skidding turn ( in emergency often the case + classically, base to final turn) can trick you to PULL MORE AND THAT IS THE PROBLEM. In the worst case this can lead to crossed control with stick in the right rear corner (in case of left spin). No Tape (Orange, black, pink ... whatever) will help you here. The anatomy of that Problem is nice explained in Langenwiesche Book (60 year old) written in Pilot language (no Maths, no Formulas). In this book for me most valuable ist chapter The dangers of the air. m.

I personally disagree with "TAPE/SPEED" koncept. First of all because it's not because lack of speed. The whole matter is Angle of Attack. Epitaf: "He did not know he was pulling the stalling lever." Wright Brother know that more than 100 years ago. None- Yellow, Black, Pink, whatever Tape will tell you how far are you from critical AoA in "accelerated" case where you load the Wings of your Bird wit a lot G. Example- abrupt steep turn to try to avoid the traffic, abrupt turn after motor failure.... whatever. Simply it is pure Stick + sometimes Rudder issue ( For example Skidding Turn- Under Stress any of us sometimes make bad turns). Stick Force/Position is the cue. Perception of that + proper instant Reactions when our Bird is departing from controller flight is what should by trained. Just my opinion P.s. sorry for my english PPL only (ca 1000 hrs. PIC)

Just back to the Basics. Funny video. Like Book Stick and Rudder written by Wolfgang Langenwiesche - according to me a book that everybody should be familiar with. Best regards, Milos

Just back to the Basics. Funny video. Like Book Stick and Rudder written by Wolfgang Langenwiesche - according to me a book that everybody should be familiar with. Best regards, Milos

It is difficult for an ordinary pilot to estimate the AoA at a steep turn, because there is no (better would be little) clue at all. The yellow stripe could be a good reminder- NO (level) TURN of 45 degrees and more below this speed.... Just my opinion. Sorry for my englisch.

Hi, just curious- how would look like a gear up landing with a M20C (not- retractable Step) on Concrete/Grass? Would there be a tendency to make a left/right? turn upon a touchdown (non retractable Step on the right site)? What is better for gear up landing- Grass? Concrete? Flaps fully down? More danger for post impact Fire on Concrete? Thanks, milos

Idle RPM?

Hi. Where exactly in manual find I procedure for idle mixture setting for Marvel Carb? (1977 M20C)? By Idle (cca800 rpm) when i move mixture control toward ICO just before ICO (ca 1 cm before) I observe rise cca 25-50 rpm before engine quits. Thank, m.

Is the side crank handle Mechanism on my 1977 M20C any different?

https://aviation-safety.net/wikibase/229950 Does anyone know more?

+-50 within cca 5-10 Seconds.

Hi. Wenn I set 2500 RPM on my Hartzell HC-C2YK-1BF Prop (Lycoming O 360 A1D on M20C) I observe that RPM are not constant, but they change +- 50 RPM. Those +- RPM are not only on Tachometer, but really on Prop/Motor. The same I observe at different Prop. Speeds (23500-2700) You folks, how much is acceptable? Troubleshooting? Thanks, milos

Where can I order new disc for my M20C ? Price? Thanks.

Thanks Folks, I am in Austria

Bin in Europe. There is nobody around that has experiences with flying preJ Mooney. Since March I have accumulated 60 Hours in my M20C. Been excited and love to fly with it. Fly both - short and long routes. The longest route was 357 mn. There are of course differences to Planes that I have been flown so far (Till now I have cca 900 Hours as PIC). Sorry for basic questions, of course, there are some basic rules, but I am just trying to find a style that would fit me. m.