Fly_M20R
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Everything posted by Fly_M20R
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Had done that in prior flight to no avail. Avionics shop went through all the wiring and found all well grounded and PTT switches intact. Thought it had been fixed but reared ugly head in this flight. It was the audio panel (GMA35c). RMA'd it and no issues w new replacement. Next time (hopefully never) I'll just pull the audio CB and use default COM2 as I mentioned in the intro.
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I was on an "escape" mission from a major front chainsawing across North and Northeast FL to get back to home base. In the process ended up flying through a band of extreme rain (but thankfully not a thunderstorm) and then had an intermittent stuck mike for the rest of the flight while dodging weather, etc. A lot of you might wonder why I did not use a handheld. I actually always carry one in my flight bag. It's an older version of an iCom and I have adapters to connect with my BOSE LEMO plug as well as an antenna connector to plug into a jack below the panel that connects to COM 2 antenna. I started to assemble the spaghetti but found myself interrupted by further weaving and dodging as well as responding to ATC. A bit too long to put together for a relatively short flight (less than 45 min). I just kept on flying.... A bit of a stressful flight When you watch the video you will be just as annoyed as I was by the constant intermittent stuck mike!!! Chris
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Changing of the guard or retiring from the internet
Fly_M20R replied to Marc_B's topic in Miscellaneous Aviation Talk
Hi Marc_B, Thank you for the comment and subscription. Editing a video, specially a multi-cam, takes A LOT OF TIME!!!! Then figuring out how to put it together so as not to bore the audience is also a major learning curve. I am still learning. I do it because I love to fly and want to share with others. Specially love to fly my Ovation. In doing some of these videos also helps me refresh and nail down various procedures and regs. One is always learning -practicing - learning some more... I'll find out what kind of monetization one gets once I get to the level required by YouTube. Not far away... Regards, Chris -
Ahhhh…. My mistake. I was not clear on your having gotten an initial clearance. Read/listened too quickly…
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You were quite patient! I may have spoken up with something like "Washington Center, Mooney N750DC heading xxx (or Direct yyy), altitude zzz" just to remind him about you. If he is really busy juggling balls then he may have dropped a ball, that ball being you.... That transmission also does not chastise him if you were to say that you are still waiting for your routing, etc.
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LIFR conditions on the coast with conditions deteriorating due to sea fog to roll in a few hrs. Unlimited ceilings some 20 nm inland and VFR at destination. Runway looked clear from the air, but on the landing roll-out saw some deer running along the left side of the runway. You should increase the brightness of your screen and then you should be able to briefly see the deer as well as the whole video better. Enjoy!
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- night takeoff
- lifr
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Hi Don, Thank you for your comments. This busy day required one to have full attention or would easily miss a call from the really skilled approach controller. If ceilings had been too low for a circling approach then I would stated "unable RNAV 13" and asked to hold at WILNA (the IF/IAF) prior to the FAF until they could clear me on the approach. They would assign a hold altitude and an EFC. Have held there a few times when they had traffic landing and taking off from JAX runway 08, or traffic going to CRG on runway 14. If they could not have me hold at WILNA then they would have likely sent me to hold at another waypoint, possibly the missed approach hold which is NW of the airport over water. Definitely a delay, but they would work it out. This was a very unusual situation as to how busy they were. Chris
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Thank you flybou0681! Glad you enjoy my videos. Wish I had time to edit more of them. Have a bunch of videos that I can end up posting. Time..... It would be great if one could display the groundspeed on the HSI page of the lower GI275. Garmin told me at Oshkosh that they were coming up with a software update to enable that. Still nothing though. Happy New Year!!
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Thank you whiskytango!
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It was a perfect day to do practice approaches in actual IMC since ceilings were between 800 ft and 1500 ft around the area. Filed for a "round robin" flight noting in the remarks that I wanted to do practice approaches into KBQK and KJAX. Well..... you can't always get what you want! The Jax approach controller was superb handling all the traffic. Non-stop coms! Enjoy! Chris
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Mooney 201 lands on high power lines in MD
Fly_M20R replied to ArtVandelay's topic in Mooney Safety & Accident Discussion
Pilot seemed to be behind the airplane and with approach possibly not loaded correctly in 430W as well as HSI possibly misaligned. IFR flight requires buttonology to be nailed down. -
Garmin has quite specific detail on where to install the OAT probe to protect the attached equipment from lightning. The cowling on the side of the engine is a No-No. High lightning strike location. Best would be under the wing, somewhere between gear and wing tip. They have no restrictions re installing in access panel. Look at the appendix in the installation manual for best location. Yep, needs wires to be run from out there and then may need to recalibrate your magnetometer if on the same wing. CK
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Great video!! Thank you for sharing it! Chris
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I am waaaaaay behind in getting videos out since I haven't had as much time to edit them. Ughhh!!! So thought of just doing a simple one that was also fun to fly. Enjoy!!
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Hi David, I would not call using your brain for being able to do math on the fly a "danger"!!
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Hi Shadrach, I find having wind vector displayed useful in crosschecking what the AWOS said when I heard it (a few min ago) and what the windsock says if I can see it. Not always possible to see it well at night. With no wind info then need to use GS display and crab angle to maintain final approach course.... Wind display is useful in cruise as well to help in picking best altitude in a cross country flight. It is quite accurately calculated by the Garmin software. Regards, Chris
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I have gone back and forth between having GS on the ADI and Winds on the GTN750 left lower field and vice versa. During an approach I like to have GS in my best field of view in order to mentally cross check the VSI being flown by the autopilot and what I mentally calculate it should be according to the glidepath (or glideslope) angle. The GS display is a bit small in the ADI compared with it being in the GTN. Note that when I had the 530W it would display both GS and Winds in the left lower quadrant. It is unfortunate that the GTN has taken a step back in the number of user configurable fields it can display. I believe that I will finally settle on the GS being on the GTN and the winds in the ADI since I can still see the GS very well in my field of view on the GTN. I'll put the winds in the ADI. I have TAS in the backup ADI below. Garmin told me at Oshkosh that they would have GS in the HSI display in the next software upgrade. That will make things more harmonious since the HSI also displays distance as well as time to the next waypoint. Regards, Chris
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I always really like your comments Anthony!!! All of the above are to the point. I wish that in my Ovation the trim would not end up at the top of travel when landing. All my other Mooneys it ended up below the top of travel and would have landings roll on. Yep, "don't fly the trim". Adjust trim to relieve yoke pressure for attitude desired. Except for landing as one flares. Much smoother than working the yoke, more so in a long body with the more sensitive pitch response. Of course, in Mooneys without electric trim will need to have adjusted trim for approach speed attitude and on flare do manual yoke inputs. All of these will be short body and also lighter Mooneys... Regards, Chris
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It can be, however one should practice some touch and goes that end up in full trim to get the "whole" experience of having to correct for landing trim settings (elevator up and rudder neutral) and therefore significant pitch up as well as left yaw on takeoff. No surprises that way when doing the real thing. Missed approach is a different animal since the pitch trim does not have to be changed as much. Rudder trim still needs adjustment though. Doing push ups on a regular basis are good for a Mooney pilot... Chris
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The trim in the Ovation 1 I have behaves differently than every other Mooney I have owned (J, 2 K's, and two Bravos). In all the other Mooneys all one had to do was to press the trim switch up as one started the flare and without any yoke inputs they would all do roll-on landings. No tire squeeling at all, just quiet roll-on. With this Ovation after full trim up one has to still add a bit of back pressure on the yoke. It seems that other Ovation owners experience the same. A case of oil and some other paraphernalia in the back is a good fudge factor without having to go into W&B app. Helps a bit with cruise performance as well....
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Same here. Probably need more like 30 lbs back there. One also has a tendency to have an approach speed a bit higher than should be when light. Hard to slow down to 70 kts when landing weight is around 2600 lbs (essentially M20J approach speed). I have found that the best landings come when one is actually able to feel a short period of ground effect while applying back trim simultaneously. The trim could certainly have been set a bit differently in the Ivation such that one does not "run out" Not sure if that helps.
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!!! Thank you Sue!!
