A64Pilot

It’s not just Mooney’s, or even aircraft, Boats, RV’s, cars and houses are selling at unusual high prices and rates, so much so that the supply has dried up for houses and everything else. ‘I don’t think it’s economic growth, I wish it was, I think it’s simply just cheap money, I bought a house and hanger because of it, one that if interest rates were normal as in 7ish percent or so, I wouldn’t be able to afford, but I got a loan at 2% and guess what, I bought, many are, I’m not alone, I bought the Mooney for cash, because the boat sold so well. I should have invested the money and waited until prices drop, which they will, but I don’t know when. ‘It’s an artificial thing, it’s houses selling pre 08 thing, it’s not going to last. Already this quarters inflation rate is the highest it’s been in the last 9 years. I’m not saying the bubble will burst, but if your thinking about selling, NOW is the time, for buying you should wait if your a cash customer, if your borrowing, maybe not. 500k at 7.8 is $3600 for 30 years 500K at 2% is $1800 for 30 years I picked 7.8 to show its double the 2% payment, but historically 7.8 isn’t outrageous Interest rates were pushed down to “stimulate” the economy which simply means getting people to go into debt, and it’s working. ‘Question is of course how long can or will that continue?

I still don’t see the advantage of built in, the portable is just too easy to take out to get filled or whatever, plus if there is any issue of leaks etc they are so easy to fix. But then O2 use for me is very infrequent. I fill my own portable, if anything the portable is easier to fill as you carry the bottle to the tanks and don’t require much hose, remember you need to keep that hose and fittings “O2 clean” ‘Another question, for those that go above 18,000, your on a mask aren’t you, and when you are O2 use is horrendous as it’s free flow? I won’t go above 180 for that reason, although I have for test flights, plus my airplanes I’ve had were non turbo and dogs above about 150, so you don’t unless forced up there Built in made more sense to me back when everyone wore masks and there were no magic pulse demand or ways to conserve O2, because such big heavy tanks were needed, but especially with pulse demand even small bottles can go a long time, so no need for a big heavy tank anymore A portable is just as easy to have passengers use, why wouldn’t it be? The major advantage of a portable to me is expense and not having a whole other aircraft system to maintain, there just is never any issue with leak tracing or hydro’s or having to buy expensive composite bottles etc. bottles are inexpensive enough to buy a new one if you want to, buy one and you’ll always have one when the other is out for hydro. I think most have it and like it because it came in the aircraft, I doubt many would pay to have it installed. As I don’t often use it, I’m glad to not be carrying the dead weight around all of the time myself. I do believe that out West fills are much less of a issue, on the east coast, its not so easy and when you do want it, you pay through the nose for it. Some may consider $75 for a fill reasonable, but being a CB, I don’t, costs me I guess a couple of dollars, but I don’t know as I’ve never figured it out, but it’s nearly nothing.

NTSB accident report for the C-210, broke out at 300 AGL. http://aviationdb.net/aviationdb/AccidentDetailPage sorry link doesn’t work, screen shot of the report

it’s not just IFR, one pic is VFR over glaciers in the Rockies in the NWT, there just isn’t a place to land in some situations. ‘Oh, and I found the pic of the C-210 that was across the street when we came home from Church

I’m astonished it rusted through with so little surface rust, are we looking at the bottom of the tube, could it have rusted from inside out? I have a rusted tube in a similar location, but it appears to be just surface rust, it’s not through, I don’t have an ultrasonic thickness gauge though, but it passes the ice pick test, I need to pull the seats and convert the rust and zinc chromate it soon ‘if you look at the pic, I have way more surface rust, which is why I wonder if your rust is from inside?

I can give you several links, but they are easy to look up, the fact is that a twin is less safe than a single in the event of an engine failure, of course any twin owner will vehemently disagree. I do think you have a point on the low ceiling, I have pictures somewhere of a C-210 down across the street from my house, they broke a crankshaft IFR with a low ceiling, so he had seconds to pick a landing spot once they broke out, he found a field but the flaps were still up so you could tell he didn’t have much time, they didn’t walk away, but they weren’t seriously injured I don think, likely would have likely been a different outcome if he broke out with only woods. in sight. My personal minimum is that I won’t leave IFR with weather less then than the approach back into the airport I left from.

Ah, but when they were first introduced they were the cats meow. Just like this, to implement this is going to require a much longer wingspan, which will require a much stronger wing, which will be way more expensive and heavier, lots heavier Stsrship died for many reasons but chief among them was they were their own competition, and they were making more money from the King Air. Starship paved the way for Certified composite airframes, the FAA was of course the biggest hurdle because they didn’t want to deal with it, look at the Lear Fan. Did Beech have ODA then, and or do they now? The funny thing about Starship is way more than normal it brings out way so much emotion in people, even what 40 years later? Canards are in my opinion a lot like flying wings, if you ignore the downsides to the design, they seem to have enormous advantages. That is why I said in the 70’s it seemed that most new designs would be canards, because in the beginning only the advantages were written about. There is a reason why all transport category aircraft have the same design, and it’s not inertia. ‘Although I think we have pushed that design about as far as it can be, there will continue to be advances, but they will be small incremental ones There is a lot that can be done with little airplanes, but the market is dead, and I can’t explain Cirrus because that shows there is still a market

No, the reason to keep the 320 is money, price what it really cost to do the STC, plus the 360 isn’t needed, cuts into range etc. Listen to BKlott If you want a 360 172, go buy one, you will come out better off in the end, but before I put a 360 in a 172, I’d buy a 182 and be way better off, that’s more logical than hopping up a 172. I had a C-210 and briefly considered the 550 STC when it got its new engine, but the cost was very significant with a new prop and instruments etc. Now that you’re engine is off, have your mount and baffling powder coated, way better than spray paint and now is the time, it’s not much money and for the little cost you’ll like the results. I could see changing pistons and going to 160 HP though, I bet the engine shop will ask that.

When I saw TBM, I thought the turboprop

I wonder if he got the gear down after landing?

I was over water exporting an Aircraft to Costa Rica and had my Garmin 396 do that, Took me awhile to figure it out. I couldn’t even turn it off, so I took out my 296 backup and it worked. ‘I had to remove and reinstall the battery in the 396 to get it to work again. ‘I used it for years and it never did that again

Ground is through the engine block, but as the starter is the highest amp load there is, there is logic to ground the block through the starter. Have to connect the ground somewhere, why not there? Grounds are most often the biggest electrical issue. ‘Funny story, when the Chrysler K car first came out, a great many of them were experiencing CV joint failure, and no cause could be determined, however after a good bit of research a common thing was found with all of them, they were all produced on the same work shift. ‘Chrysler spent millions on warranty work and determining cause of failure. Anyway the same worker wasn’t torquing the engine ground, so when the engine was started, ground was through the CV joint, this was arcing the balls in the joint which of course caused them to wear fast, and the wear was eradicating the arc spots so cause wasn’t apparent. So, grounding the starter may be a pretty good thing.

One wonders if that would work for a case or two of oil. I like Spruce, Lord knows they serve a need, but $12 shipping for a position light bulb is tough to swallow, I guess I need to try the $250 thing, just build up the wish list first

I’m not disbelieving you guys, but two questions, first carb heat is the simplest thing to rig, nothings easier how could you possibly mess that up? Secondly, why would anyone intentionally disable carb heat? Then how do you stay in business doing that, surely the first off airport landing has you being sued, and there is no way you could defend that, I’m not believing Mooney published anything saying carb heat is optional. ‘Then why disable it? there is absolutely nothing to be gained from doing so, and a whole lot to lose. Back in the day when airplanes with C-85’s etc were used for training and rental, there were a great many mixture controls disabled and I can understand that, but carb heat?

No, that’s water emulsified in the oil. Can only come from moisture of fuel being burnt, so it’s not as much water as it may look like. ‘But I’ve never seen it in an airplane

I was based out of KABY so I would fly up to KFFC myself. ‘I guess what I need to do ideally is develop a list of common hardware required and just make a one time $500 buy

You could do it, first it’s not a spray bottle. it’s a squeeze bottle, I assume like a plastic ketchup bottle but I’d want a glove on, and would it shed ice? People that have ferried Maules to Australia via Hawaii have duct taped a couple bags of lead shot onto the engine cowling to stay within CG with the back full of fuel. ‘Once fuel is transferred from the back, you open the window and cut the bags of lead with a knife to let the shot drain out. So sticking your arm out of a window is not unheard of, but it is unusual I guess. However if you really do keep this as a back up plan, I think it ought to be practiced with just water, maybe start with an empty bottle to make sure you could hold on to it. Maybe even put a dummy cord on it so it’s still attached to your wrist if the air pulls it out of your hand? Army Rangers attach every thing to them with parachute cord, call it dummy cords, that way they can’t lose anything running through the woods and crawling under wire etc. First start with just your hand to see how well that works? ‘I’ll just stay out if icing myself

They are bad, but there are different conditions of “bad”, as an opinion. Meaning that if you had no issues I wouldn’t ground the airplane and change them, but would order them and put them on the shelf for the next scheduled maintenance. Mounts go bad in different ways, some soften up, and a lot of times that’s due to a oil leak, oil will eat rubber pretty quick. But often they sag and sometimes get hard as a rock and even split. My experience with elastomerics is that they don’t cause vibrations, but may allow them to be felt. ‘In other words I’d replace them, and have the prop balanced, because I believe that constant flexing from vibrations will prematurely wear them

There are times we all do that, but the book answer is that there isn’t a fastener on the aircraft that doesn’t have a torque value, if the manual doesn’t call it out specifically, then you use a general torque chart to determine value. I ran an aircraft assembly line for awhile and the only things that were torqued were those specifically called out on the drawings, and there was only a very few items that were. We were FAA inspected of course and they knew it, so I finally gave up.

I don’t understand what your showing me? All I’m saying is that the aircraft manufacturers manual if there is a discrepancy between it and the engine manufacturers manual, the aircraft manufacturers manual takes precedence. Go to the engine manual if the subject isn’t covered in the Airframe manual. ‘Sometimes a manual is wrong too, if so we are supposed to go through the procedure to correct it, it happens. I’ve seen foot lbs called out where inch lbs was correct. ‘A tire manual may for instance call out 30 to 40 PSI, but if the airframe manual says 50, you should run 50. Some think the components manual would be the best data, and you would think so, but using the tire example, maybe the airframe manufacturer determined that 50 PSI reduced the number of prop strikes

Honest question so don’t be offended, but why have it? It seems so many do, and want it. ‘Is is just me or is getting O2 filled a PIA? I seems you have to fly to and from major cities and frequent the fancy FBO’s to get fills, and then pay their price, then the maintenance issue. A portable, even if you use it a lot seems to be so much easier.

The thing that has amazed me is how many people set up camera’s and video themselves going through life. ‘Why for example would anyone set up the go-pro and video a cross country flight? But seemingly many do. But just as confusing to me is that they will post that on You tube or wherever for the world to see. Someone posted a video of people in a Cessna 210 who crashed, to me that whole video was bizarre

I’ve never seen the same serial number component comeback from Garmin, we were a Garmin dealer and installed quite a few Garmin radios etc., and had more faults from new equipment than I would have expected. We never had a bad Bendix/King, but I’d guess the little sl30’s, 40’s, GTX 327’s etc maybe 10 to 20% had some fault right out of the box. ‘It wasn’t unusual to get a new radio as opposed to an overhauled one as a replacement, especially if it was a newly released product, assumption is that there just wasn’t many returbs available ‘Garmin has a employee discount that can’t be beat, there is some paper work and it has to be bought with a personal credit card, and shipped to your house, but the discount price is significantly lower than what the dealer pays. I believe you can only buy two of whatever radios etc per year and they track that serial number forever, so don’t even think of reselling, you can of course sell it, but I would suppose if you bought it today and it went in for repair next month with a different owner, there would be a problem. ‘If you have a problem with the radio, when you call and they ask for the serial number they know immediately it was bought with an employee discount, and even the repair price is seriously discounted. ‘Now I don’t have any experience with the real expensive stuff, just rack mounted lower priced stuff, and with that there is no getting it repaired from Garmin, whether it’s a $2 switch or the whole thing is fried by lightning or something, it’s the same price. ‘The good thing another the exchange is you get your replacement radio fast. ‘If you have the money to keep your airplane upgraded with new equipment as it becomes available, and your the type that likes shiny new stuff and color displays etc. then Garmin is your company. ‘If your the type that trained on a mechanical OBS and an HSI was the hot ticket, and as your familiar with it, 40 year old avionics as long as it’s good and reliable is really all you want or need, then Garmin is not your company. Especially if your OK with keeping your Pubs updated, but don’t want to be constantly updating your avionics I’m old school, retired and can’t pay $20,00o a year to keep up with the latest greatest avionics and honestly am at an age to where I don’t want to.

We cooked the pizza on the boat, we learned a trick in Brunswick Ga. ‘We both prefer very thin crust, and we learned to use a tortilla as the crust, so a pizza then is simple, tortilla, sauce, cheese and toppings, about as much work as making a sandwich. Pigs of course got left overs. If they see the food, they will swim out to the boat, sometimes quite far, I’ve seen them swimming in the anchorage, maybe 100 yds off shore. People frequently get bit etc by being stupid with the pigs, but as far as I know no one has been seriously injured. ‘I thought this might turn bad, but the Momma Sow I guess was in a good mood and it didn’t.

There are other ways to deal with adverse yaw other than a rudder, fries ailerons, spoilers, and simple drag devices like most flying wings, not sure if they should be called spilt ailerons or not. Adverse yaw really isn’t much of a problem for an aircraft efficiency wise, because how much time does one spend turning? If it were I’d assume multi engine transport category aircraft would use asymmetric thrust as opposed to opposite rudder, and I don’t think they do? But there is a lot more to a rudder than adverse yaw correction, try a crosswind landing without one for instance, or how good is yaw stability without one? Ask a Bonanza pilot how well an aircraft with less than optimum size of rudder flies in turbulence. Plus an airfoil at zero lift still has drag, that rudder we seem to want to get rid of for instance. ‘It’s all interesting of course, back in the I guess it was early 70’s and I was young, if you had asked me I would have told you that within 10 years that Canards would become the dominant design, as. they were clearly more efficient, but other than the Beech Starship, what happened with Canards? Beech got rid of the Starship for reasons other than it being a Canard I believe, not so sure I buy the avionics being it either. You can take a standard aircraft and with aileron rigging wash out the end of the wing and likely get close to zero lift in cruise for the last few feet. I know a crop duster with its ailerons deflected up a few degrees is lighter in roll and has a quicker response and faster roll rate, and if they are deflected down a few degrees the opposite is true. So what I’m saying is this is interesting, I would expect to see it applied to ultra high performance sailplanes etc, but wouldn’t expect it to become mainstream