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triple8s last won the day on May 2 2014

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About triple8s

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  1. Great Crosswind Landing Day

    Ok ......first off, I'm just an average pilot no more no less.....that being said I usually make pretty good landings. Once in awhile "she" still humbles me but many times the winds have been pretty nasty and as long as the approach speeds are not too much above normal considering the gusts and crosswind conditions either the plane or Mr. Average here seems to make some nice landings when the winds are less than friendly. I have gotten compliments on several occasions and I usually say it was the plane, she did it. The funny (odd) thing is most people say Mooneys are not landing friendly. My question is what makes them handle crosswinds so nicely? Low to the ground? Lots of aileron travel? Rudder authority? What is it?
  2. 2005 Ovation 2 - Oil leak

    My O has no separater and something i have noticed, not sure if the separator makes a difference but if i fill my oil up to 8 qts it blows it out in a few hours if my flying is short trips with multiple TO & LNDGS. If i fill to 8qts and make several long flights it pretty much stays at 7.5 - 8 qts. Seems like T.O. & LNGDS or doing manuvers like lazy 8s or chandells cause oil to blow out the CC vent tube more so than climbing to cruise and level flight. If i let the oil level stabilize on its own it stays right at 6.5 qts. Compressions were all in the 70's at annual except one cyl which was 68 so i doubt thats a problem. The engine is a 575 hr SFNEW so it is low time. After every flight unless i park on the ramp away from the home base i always open my oil filler/dipstick and leave it up a couple inches and the moisture can escape while the engine is warm this greatly reduces condesate in the CC and oil. I also change my oil every 25 hrs which may be over zealous on my part but oil is cheap compared to other things, doing so gives me a chance to look at everything while the cowling is off and when the oil is drained any moisture or contaminants go bye bye with the old oil. Atleast thats my opinion.
  3. speed brake problem- quirky?!

    I had a SB issue once caused by carelessness on my part, I always assist with the annual inspection and was checking the strobes, nav and all outside lights. Instead of going around to get in and out of the plane I opened the pilots side vent window so I could reach in and turn the lights on and off and get at the master switch. Well........the mechanic always puts a clean blanket on the wings so I don't get any scratches while its setting in the hangar. That's all fine and good until I reach in the vent window to kill the master and inadvertently hit the SB button on the yoke while the blanket was laying on the wing, and yes on top of the SB. The problem was I retracted the brakes before moving the blankets off the extended SB. when I retracted one of the SB's bound on a piece of blanket and then one side wouldn't fully retract. The mechanic removed the offending SB and cleaned it, after it was reinstalled they seem to work fine and retract fully, so hopefully when the annual is finished they work fine in the air as they do on the ground. Moral of the story, don't lay ANYTHNG on the wing near the SB's and turn the master switch on unless you pull the SB breaker so there is no inadvertent operation of the SB's.
  4. Porpoising leads to gear collapse accident

    Exactly how I feel, I always trim the rudder right in the TO position, and trim pitch so that it requires holding back to keep the nose up so if I need to go around it doesn't take lots of effort to maintain control. I am one who likes to plan and know ahead of time what to expect. I know ahead of time when I am in the pattern and start trimming in right rudder that I will need to use a bit of left rudder pressure to stay coordinated but I know that ahead of time, same with the pitch trim, I know as I trim it that I may have a bit of control pressure to over come to hold the nose off on landing but I know and am expecting it and am comfortable with it. What I don't want is holding the yoke forward with both hands or a knee and getting a big surprise on a go around. In flight or cruise yes trim all the forces off for hands free flight it's the most efficient and less fatigue for the pilot but on landing I plan for the unexpected go around.
  5. Starting troubles, need tutorial

    Sure fire way to know its the starter adapter is if the starter "whirres" and the prop has a very delayed movement or moves a bit then stops. If the starter and starter adapter are all in proper working order, then my limited experience is, my Ovation takes low boost for 10 -15 seconds, then I wait for about 1 minute letting fuel vaporize. after the 1 minute or so I engage the starter with throttle position screwed in about 5 or 6 twists, and as soon as it hits I turn on the low boost and leave it on until I hear the engine start to load up just a bit then off with it but keeping my finger ready in case it starts to need an additional squirt which is the case in cold weather. I have been flying an Acclaim for about a month and it seems to want more fuel when cold. It likes high boost for about 10 seconds, set throttle about an inch in, engage starter, soon as it hits the low boost goes on and stays on until the engine warms up. It will get to the point to where it starts to load up a bit and then the low boost must be turned off and momentarily tapped. by the time the engine is warm enough for take off it doesn't need and more low boost help. It is due an annual very soon which at that time SID 97 is going to be done just to make sure fuel system is set up properly.
  6. Pilot's Window Question - I'm bored...

    If the window gasket on the pilots vent window is not glued perfectly the air will suck a piece of it off how do I know don't ask
  7. Realistic TAS for Mooney Ovation

    180-185 ROP 280hp toothpick prop
  8. Ignition switch acting funny

    FYI, I am not a professional aviation tech but have been around them for years and have seen this with my own eyes. With the starter disconnected if the engine crankshaft is in just the right spot and the SOS gets energized the prop will sometimes move! What I mean is the engine will light off for a stroke or two if there is even a tiny bit of fuel in the cylinders. I haven't seen one start this way but I saw a Piper pop off and turn over a couple blades with NO starter being energized was only the shower of sparks. So, all I am saying is BE CAREFUL around the prop.
  9. M20M flaps operating intermittently

    Relays with same P/N as on a 1996 M20R can be had for aproximately 40$ if the old ones could be desoldered and replaced. "If" ; )
  10. passenger seatbelt of doom

    A fellow Mooniac showed me to turn the buckle toward passenger to keep it from unbuckling when johnson bar goes by. The C model i had was equipped with an adjustment that was near the attachme t point and if properly adjusted it puts the buckle up away from the floor enough so the bar didnt have a conflict with te buckle.
  11. Bellanca????

    Where? Boy i got screwed!
  12. Video Camera Inside Cowling

    Not sayin this is your problem but this happened to me so i thought id spit it out. When doing maintenance or just watching mechanics or spectators in the shop you will often see folks leaning over the engine and mashing down on the baffle seal with their arms. Not intentionally, just lazing around chatting but leaning over engine and bending the seals down can cause them to become less stiff and not seal against cowling. I have had this happen to mine by my own negligence. Now if i see someone leaning on my baffle seals i kindly tell them to lean on something else. Heck i have to think about not doing it myself, its natural to lean on the things. Anyhow just a little something to be on the look out for.
  13. How long should an annual take?

    Anytime a plane is "new" to a mechanic it will take a lil longer and cost a lil more. A mechanic has a plane for the first time he will always look harder for things amiss and of course he finds things. Once he has seen it before he is more familiar with how all the components are working with each other. Next annual time wont take as long or cost as much unless the plane is doing something its not supposed to be doing. An airplane seems to be a critter of systems that may or may not be playing well with each other. So much vibration and the components are not made any more robust than absolutely necessary because weight created from something being over built hurts performance. You may have chaffing of control cables, engine baffling or a myriad of other things going on and these need attention. May not be a huge costly repair but just an adjustment here or a tightening up there until the mechanic meets your airplane, learns it and its wear patterns he may or may not be comfortable signing it off until its perfect. No airplane is perfect and until he goes over it, sees it next year and and goes over it again and learns it and its wear patterns it will take more time and more money to go through an annual inspection process. Change mechanics and it all starts over again, just ask someone who has a plane that gets its annual done by the same mechanic for several years then takes it to a new mechanic and see if it isnt more expense than the previous year. Does this mean that the annuals werent done properly? Not necessarily, lots of times a plane will have something that the mechanic who's done the annual many times may have something that he has been watching and a new mechanic would possibly just replace and not watch to see if it is wearing abnormally. 1st time? more time/more money.
  14. Starter for Large Bore Continentals (550)

    The TCM starter adapter will not fully disengage unless the starter shaft can "backspin" with less force than "xx in/lbs" dont remember the exact number but if you get the chance where there is an iskra or other gear reduction lightweight starter laying on the bench. With your fingers try to turn the shaft where it couples to the starter adapter, it will not turn easily. Then try to turn the shaft on a prestolite or energizer and its very easy to understand why the iskras and other gear reduction starters big difference in force required to turn the shaft back and fully disengage the starter adapter. Good article abiut this on the beech website.
  15. Ultra Screw Up

    Id say if you taxi up in a 700,000$ airplane there would be a lineman put the wheel chocks out for ya. They usually do for me in my 21 yr old R model.