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flyer338

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About flyer338

  • Rank
    Full Member

Profile Information

  • Gender
    Male
  • Location
    Las Vegas, Nevada
  • Interests
    Flying, photography, shooting, and reading books.
  • Reg #
    N56338
  • Model
    M20J

Recent Profile Visitors

511 profile views
  1. The Bendix switch in my M20C had 6500 hours plus when I sold the plane. Not long ago I read about a fatal accident. The pilot turned the mags off and took the key out. A few moments later he turned the propeller slightly. The engine stared and ran for about two blades. It was enough to kill the pilot. The FAA investigation found the ignition switch worn enough that the key could be removed without the mag being grounded. This is a very scary, even if rare, possibility. It makes the dual switch set up attractive.
  2. When examining the cause of a cam failure (Lycoming four-cylinder engine) there are factors more predictive than brand or type of oil. Lycoming four-cylinder engines lubricate the cam lobes with oil that splashes off of the crankshaft. When the engine is turning fewer than 1000 rpm, there is not enough splash oil to adequately lubricate the cam lobes. Cold temperatures and straight weight oils may make this worse. My first question when looking for the cause of a cam failure is how much time did the engine spend running at fewer than 1000 rpm?
  3. Not long after I got my PPL, I looked at an Aero Commander Darter that was tied down at Gnoss Field (Novato, CA about 1990). It flew about like a 172 - I wound up buying a Mooney M20C.
  4. I used to routinely run a tank dry when I flew a carbureted Mooney. In cruise flight, I knew the normal fuel pressure reading. When the fuel gauge got to the place, where I knew from experience that the tank was about empty, I watched the fuel pressure. When it started to fall it was boost pump “on” and switch tanks. I never had the engine even stumble. Now that I fly a fuel-injected airplane, I wonder what happens when a tank runs dry? I suppose I shall have to try it. (Of course the engine quits, but after what warning, and after switching tanks how long before there is power again.)
  5. I think I am in the minority here both in my opinion and my experience operating and rebuilding gasoline engines. Most of my mechanical experience is with automotive engines. I appreciate that the experience is not fully transferable, however the underlying science is fully transferable. I respect Mike Busch, and I have read his books, all of them. While reading his books I identified several areas where I think he is wrong; oil selection is a big one. When I sat for the Bar exam to become licensed as a lawyer, I was already certified by the National Institute for Automotive Service Excel
  6. I am sure it was not killed by a Mooney; our planes are kind to fellow creatures of the air.
  7. I keep hearing that Mooney destroyed the tooling for the short and mid-body airframes. Is this true? Why would Mooney do that?
  8. My drink of choice is gin followed by Irish Whiskey.However I also like Tequila, Rum, and other Whiskies. Below is a picture of a a nice sipping Tequila I paid too much for in Puerto Vallarta and a good margarita tequila I get at Total Wine.
  9. The first time I had the pitot static test done on my electric-gear C model, the shop did it wrong (This was pre-internet and I did not figure it out until years later.) The result of the shop’s lack of knowledge was a burst diaphragm in my gear safety switch. The leak did not prevent the gear from retracting, but it make a change to my indicated airspeed of about 15%. Even as a new Mooney pilot, I noticed. I did not know there is no requirement to test the pitot system. My J is in the shop for an Aspen PFD upgrade. I will make sure the shop tested the pitot system before I take deliver
  10. Based on the radar track, it looked to me like they selected the longest runway within gliding distance. That was great judgement, and not likely to have been easy under the stress of an engine failure.
  11. When I needed it, the lens time was critical. Great Lakes did not have it in stock but promised to manufacture a lens in time for me to do the installation. Knots2U did and does have it in stock. The price was the same. I suspect Knots2U gets the lenses from Great Lakes Aero. The MSC in Florida told me Great Lakes Aero makes the wing tip lenses for Mooney.
  12. I have copy of Flying magazine from 1961. The magazine has a test of the Mooney B model, the first all metal Mooney. The president of Mooney is quoted as claiming the B model was dive tested to 300 mph.
  13. Shawn, I needed a wingtip lens recently. They are available from Knots2U. Fitting the lens required about three hours. The rear edge, top and bottom, was the only place where I had to remove material. I used a bench grinder with a fine stone to remove the material. Knots2U also sells a set of special drill bits for drilling and countersinking the mounting holes. I bought the drill bits because after three hours of careful fitting, I did not want to chance cracking the lens when drilling the holes. Here is the link for the wingtip lenses. https://www.knots2u.net/categories/moon
  14. Thank you all for the videos. Am I missing something; it looks like in the video posted by alexz it looks like the cowl flaps are closed for the entire video.
  15. I have had difficulties with my King HSI system as did the previous owner. I decided it made more sense to upgrade. My plane is in the shop for installation of an Aspen Evolution E5 and removal of the vacuum system. I expect to net 10-15 lbs. of useful load. The Aspen is supposed to play well with my KAP-150 and GNS-430. I will report back.
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