GeeBee

Let me look at my Bulfer books to see if there is something on that.

Painting a Cub baby blue? That is just soooooo wrong dude!

I remember when Pan Am took delivery of the first one and flew it to SFO. They parked it on the south ramp so you could see it from Hwy 101 (Bayshore Freeway). Traffic came to an immediate halt. They. left it there for a day. My father drove me up so we could see it. Then we hung around for 8 hours to see it take off for JFK to enter service. That is a takeoff etched in my memory. The airplane is a tribute to Juan Trippe's foresight and imagination. It was nothing new for him, having pioneered the Pacific when everyone said it could to be done. He was truly visionary. A few years later we drove up to see this one land Pan Am 845, land with damaged gear after hitting the approach light of 19R after rolling off of 1L . Sadly one passenger was killed when the landing gear trunion pierced the cabin floor. We had time to drive up as it took several hours to dump and burn fuel for the landing. It was caused by crew error, and despite a lousy landing, the ol girl delivered her payload unscathed after being badly handled in every possible way from takeoff to landing.

Boeing 737NG for one.

There is a power component. The rate of climb is dependent on the excess horsepower. To achieve maximum rate the horsepower in excess of the drag has to be at a maximum.

Rate of climb is dictated by excess hp. That is (Pa minus pr) divided by weight x 33,000 = ROC in FPM. If you look on figure 2.4 of Aerodynamics for Naval Aviators you will note that at high altitude the drag curve shifts forward on the X axis, which is velocity. While Vy always occurs at the same L/D ratio, the velocity required to achieve that ratio on the forward side of the curve in TAS increases. While TAS will increase for the same given airspeed it cannot increase sufficiently to get to the same L/D ratio without increasing the IAS. Thus indicated Vy will often increase with altitude depending on the shape of the drag curve.

The issue is once again, "the chute". I was talking to my hangar neighbor a well known to the area tort lawyer who just bought a new SR22. He said he had no choice in the matter. His life insurance would only allow a single engine airplane airplane with a BRS. Believe me, he drools over my Ovation but it is an impossible love affair. As you remember they would only insure Cory Lidel if he bought a Cirrus (not that it helped, you got to pull the handle). After the Thurmond Munson crash, insurance companies are really "hinky" about insuring high net worth people and. talent operating their own airplanes. Equally so you got a lot of businesses that have "key man" coverage that also places those restrictions. Let's face it, anyone who lays out 700 to a million for a new airplane likely falls into these categories.

Funny. IASCO trained JAL pilots for years in Arrows and Aztecs.

I can tell you for a fact, my Ovation came new from the factory balanced. In fact it is on page 1 of the logbook it so states that fact.

Checked the MM manual. Only refers to the box as a whole. You will. have to open it up and measure the pot then find a replacement. I suggest Allied.com or Mouser.com

A 709 ride will complicate his life sufficiently he will never want to wrestle that tiger again.

NEVER accept an annual as a pre buy, especially and annual done by some one else for someone else other than you. (The buyer of the annual rules). Take the airplane to someone who has no connection in the past and have a pre-buy. If one of those MSC fit the bill, fine. Just make sure you are getting an independent and uninvolved opinion on the airplane. Distance should be reasonable, but do not let that stop you from getting it to a place where it needs to be.

I am still looking at the electrical schematics, all I see is the entire assembly which is a Mooney part. I will look through the schematics more but I suspect you may have to disassemble and find the part number on it. Here is what the maintenance manual says: "GARMIN G1000 (S/N 29-0334 THRU 29-TBA) Dimmer controls for instrument, radio and glareshield lights consists of two rheostat switches located on low- er right portion of instrument panel. Rotate either switch to obtain desired light intensity. Test malfunction of ei- ther switch with a multi-meter; replace as needed."

Do not know how Mooney's 4 cylingder Lycoming mag switch operates. Some switches will ground the uncoupled mag in the start position to prevent back kicks. If they don't, I prefer toggle switches for the mags on a Lycoming so I can start the engine with only the coupled mag hot. That minimizes kickbacks which can damage the starter and ring gear.

Going to create some really fine St. Elmo's.

Got it all installed and it works great, just have to put in that dropping resistor for the indicator light. Thank you larryb for calculation and the link! They worked great and there is no more problem. For those of you wondering the new switch from Mooney is made by E-switch part # RP8100B2M1CEBLKRED. That is the E-Switch part # and the Mooney part #. The Cutler-Hammer and NKK Switches listed in the parts manual are no longer available from any source as near as I can tell.

The problem with airplane marketing is we tend to talk to ourselves. I once took the wings off a bunch of Beechcraft products, transported them to malls, re-attached the wings and sold them like hot cakes. Even Beech marketing was impressed. 3 of the 5 I sold on one Saturday, were to non-pilots! Putting ads on the back cover of Flying, and trying to get press to do a "pilot report" is nice, but to really move units, you need to drag that lure right under their nose. Marketing is three things. Product, price, promotion. IMHO the product lacks promotion. My hangar neighbor has a nice new Cirrus Carbon, when he saw my 2005 Ovation GX with FIKI and talked about the performance he stated he had "no idea". He bought the Cirrus because the Cirrus people have promoted their product deeper into the the potential market than Mooney. It is likely Mooney would have closed a sale to him, were it actively identifying the buyers. Waiting for them to come to a tent, see your ad in Flying etc is not how you do that. You get big data to identify the potential buyer then you go after them, aggressively.

The question is why impact the terrain at high speed? Unless they were already incapacitated.

Yes, the Waddinton effect writ large

If you have any questions I can recommend Walter Heine, director of sales for Concorde. 626 813 1234 ext 243. He is a great guy.

Just saw a SureFly fail on a Cherokee Six. Only had about 20 hours on it. Initial inspection looks like the power lug failed. I'll try to get more news tomorrow.

Nothing following your hearse! You are like me. Get a tool system (I went Milwaukee M18) then just buy the bare tools. The DeWalt 20v by the way IS the most powerful electric grease gun around. Good choice. I also read a review of an Army guy who has dropped his DeWalt of the top of an M1A1 tank numerous times, never quits working.

When you are up under your gear on a creeper, and you attach your LockNLube coupler then pull a trigger.....you're going to say why did I not buy this sooner! My car has heated/cooled and massaging seats with bolsters that move with the turns. Do I need them? No. Do I like it? OH HECK YES! I never saw an armored car behind a hearse brother so you are not taking it with you.

I have the Lock N Lube coupler attached to the Milwaukee M-18 grease gun. Once you have an electric gun you will never go back. Attach the LockNLube, then squeeze the trigger with one hand. The more pressure the LnL coupler gets, the tighter it grips, after about 10,000 psi it will squirt grease out its side. https://www.amazon.com/Milwaukee-2646-20-2-Spd-Grease-Bare/dp/B00CMV6DT2/ref=sr_1_4?crid=2SNKRBVQJK6RA&dchild=1&keywords=milwaukee+m18+grease+gun&qid=1592352434&sprefix=Milwaukee+m18+grease%2Caps%2C182&sr=8-4

That unit is a very good one. Don't know how far off shore you are going but I highly recommend an PLB to attach to your vest. Hypothermia sets in fast even in "warm waters" and a beacon gets help pronto. You can drift far and fast in the Sound. My buddies in the Coast Guard swear by them.