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Everything posted by Hank

  1. Mooney Summit Silent Auction

    Yaay! Congratulations, Mimi! See you soon!
  2. That is not "on" the Engine Fire checklist, that "is" the Engine Fire checklist!
  3. It's posted here. I was very interested in it until I discovered that I have factory folding, split rear seat. It'sa nice!!
  4. The treachery is that if you add a few knots "for safety," it can bite, especially if you are impatient during the ensuing float and try to force a landing. There's just not enough drag for a simple, quick recovery ftom a botched (fast) approach . . . Fly right, and landing is a breeze. I transitioned with 62 hours in my logbook, landing wasn't especially difficult.
  5. Sorry!! Wish I could help, but I'm neither an instructor nor in Tejas . . .
  6. LOVE my J, HATE starting it.

    I have nothing to contribute to fuel injected hot start procedure since I fly an always-easy-to-start carbed model. But I find threads like this, recurring periodically, to be in stark contrast to the frequently-offered opinion that the IOs are easy to start whenever a carb pilot mentions that our planes are so simple to crank . . . . . Now back to your regularly-scheduled programming.
  7. Don should either have or know a local CFII. Hope it works out well for you. Welcome aboard (almost )!!
  8. Bladders, CiES, and calibration

    52 gal + (2 × 1/2) + (2 × 1.25) = 52 + 1 + 2.5 = 55.5 > 54.8, so you aren't "short" at all. Unless your bladders list usable capacity and not total capacity, in which case you are short by 19 ounces per side. How accurate was your 1.25 gal addition for unusable fuel, and how complete was the pre-fill draining of the tanks?
  9. Aveo engineering wing tips

    I have the LASAR wingtips. The balance weights are flush with the end of the wing and do not interfere with the wingtips. These are probably the same.
  10. Yep, it's easy, just descend power on until slowing for pattern entry. 500 fpm puts me at 170 mph, just below the yellow. And it makes up for the slow climb at the beginning of the trip.
  11. The evils of the Touch and Go

    "Read for comprehension." The Dunning-Kruger Effect is about cognitive ability, implying that the pilots here who actually perform the oh-so-risky Touch and Go maneuver that has been taught longer than you have been alive are all of low mental ability, while your ATP self is intellectually superior. It has nothing to do with knowledge or experience . . . which is the argument that you want to make. Back to the drawing board for a new, hopefully more applicable insult. Personally, my touch-and-go, night flying, IMC single engine prop self is out of this thread . . . if anything relevant comes up, someone send me a PM with a link to that particular post.
  12. The evils of the Touch and Go

    What is the benefit of practicing every landing with full flaps regardless of actual weight, runway length or wind conditions?
  13. The evils of the Touch and Go

    Bob-- Several topics elicit heated discussion here: Touch and Go operations Flap uasge on takeoff Flap deflection on landing Oil change frequency Use of Camguard or Marvel Mystery Oil LOP operations Spark plugs Climb speed Night flight Flight over "terrain" etc. All i can think is that many Mooney pilots live and fly in the open flatness of the Great Planes, based on two mile long towered runways and only overfly large metro areas just before dark. Or else many are lilly-livered old maids who think it is crazy and reckless for me to have earned my PPL, transitioned into my Mooney and then earned my Instrument rating over hilly, dark and unforgiving terrain where I lived in WV. TnG ops have been part of flight training almost since the beginning, at least since wheels replaced landing skids. Suddenly, a half century after the introduction of retractable gear, tney are dangerous. Pppffffff!!!! Form your own opinion. Most here will never change their minds on this subject, or those I listed above. Welcome aboard anyway . . . . .
  14. Cruise RPM

    I didn't either, but when there's six 172s, a Cherokee 180 and me giving rides, following the same pattern around the area, going snow is kind of required. I'm not a fan of straight in approaches, but had to do them one Airport Day when the wind was blowing funny.
  15. Cruise RPM

    For low level farting around, I use 2300 and adjust throttle as required. 2100 is in my red zone (2000-2250). Giving rides on Airport Day, i mix it up with 172s and Cherokees using 16-17"/2300 or less, aiming for 100-110 mphi.
  16. The evils of the Touch and Go

    I offered that on Page 3 . . . Or was it Page 2? I don't do TnG at my home field, it's only 3200'. But with 5000' or more, I don't worry about the end of the pavement surprising me. Configuration changes on rollout: Flaps Up (while holding throttle to idle); glance at trim, it's often close enough to Takeoff that I don't mess with it; cowl flaps are fixed; don't mess with Carb Heat (which is below the throttle). So it's often a normal landing, just no braking required, then push in the throttle. Once I'm airborn, the trim needs adjusting for climbout anyway . . . .
  17. Cruise RPM

    Coming home today, I climbed to 7500 and set 22/2400. Wasn't happy with speed or engine sound as I leaned it. Then as I richened it a bit, I found I was 25°LOP by accident. Didn't know my C would do that . . . Then I pushed my Halo tips another 1/8" into my ear and the funny noise improved. A few minutes later I noticed that I had inadvertently set 2300, so I pushed the center knob a bit and releaned--viola! Running like it was supposed to. So I can vouch that 22/2300 gives wonky performance, but runs smoothly at 25°LOP. But 22/2400 is so much better!
  18. The evils of the Touch and Go

    This is another place where the Mooney is superior. I raise flaps on every landing with my finger, while holding throttle to idle. For gear, I've got to let go . . .
  19. Mooney down in CT - N53CP

    Hope it's not the CT M20-C pilot I met this summer . . .
  20. Cruise RPM

    Going by memory, it's not on my phone. But 1800 sounds familiar. It's posted in Downloads here.
  21. Cruise RPM

    Really? When did it change? My 1970 Owners Manual shows 1800, 1950, then 2300-2700 in increments of 100. My red arc is 2000-2250; I've heard that our IO-360 friends are redlined to 2300, though.
  22. Cruise RPM

    It depends on altitude: Low cruise (flightseeing, short hops)--23/2300 up to 3000 msl Mid level (medium distances, level,offs)--22/2400 for 3000-6500/7000 Traveling--WOT-/2500 Just one of the joys of carburetion, backing off the throttle until the MP needle moves
  23. Young Mooney Driver in Need of Wisdom

    If you can, pop over to Panama City Beach, KECB, on Friday 29 September. Many, many Mooneys and pilots will be there for Mooney Summit V, with free time Friday afternoon to wander the ramp and admire each other's planes! Then watch next summer for the announcement of Mooney Summit VI!
  24. The evils of the Touch and Go

    All takeoffs are voluntary. Once you decide to takeoff, you expose yourself to the following risks: Runway loss of control on takeoff Engine out, low altitude Getting lost Airspace violations VFR into IMC Airborne loss of control CFIT Midair Collision Engine failure during cruise Loss of Control Gear failure Hard landing Landing short Landing long, overshooting the runway Porpoise and prop strike Runway loss of control after landing High speed tire blowout Gear collapse Taxiing into obstacles and many more . . . And yet, airplanes of all sizes takeoff every day! Some planes takeoff more than once in a given day! (I logged two takeoffs and 2 Day Landings today, went to get fuel since there is none where I am based). Flight risk can be lowered from very small to zero by simply not flying--no endless arguments needed. Can we close this thread now?
  25. Sad Mooney

    Very interesting cowl closure! Never seen the piece across the top, just the regular guppy mouth closure on the bottom.