PTK

Hey folks, what's the discussion here? Would you want someone to tell you if your prop was potentially loose. I know I would! I would be extremely grateful that a concerned neighbor brought it to my attention! I would buy them a couple bottles of whiskey too! Do tell your neighbor! We are pilots! We are mature enough to handle it!? And if for some reason he gets bent out of shape and can't handle it you know the problem is not you telling him, but him and his immature self!

Quote: Shadrach People with your attitude scare me! You sound like the jack of all trades and master of none! Perhaps you feel that you supervised by your A&P can strip and seal your tanks. I on the other hand prefer to leave things such as this to the professionals. Their knowledge and expertise is alot deeper and broader than mine! My time is better spent on what I do best! What's the discussion here? Strip and seal your tanks by a professional specializing in this type of work and you are set for a long long time. Also I don't believe for a minute that landings cause the tanks to leak. Leaking imo is precipitated primarily by frequently allowing the seal to dry out when tanks are not filled. Also by parking out in the sun and allowing the flat wing surface to get very hot. Proper care by filling tanks frequently and avoiding temperature extremes goes a long way in preventing leaks. Also filling tanks minimizes condensation or water in the fuel. It all goes back to applying proper preventive maintenance.

Quote: jetdriven

Frankly, some things are best left to professionals. The factory didn't use bladders for some very good reasons. It is not the correct way to solve the problem. It's merely a half ass way to avoid or bypass a professional strip and or reseal. Tank strip and reseal is highly specialized and delicate work that demands certain skills and attention to detail. I would go to a professional who can do it right and be done with it. It would be to your benefit to get a couple more opinions and references from professionals who actually specialize on this. Not a plain A&P. If you need a knee replacement you go to a knee replacement specialist and not a general practitioner right? Same logic should apply here imo. Consider the fact that with sealed tanks a leak will start as a very small seap which gives ample time to evaluate and address. A bladder can burst or a connection can come loose spilling all the fuel at once.

Quote: Bnicolette I came out to the airport today after a week and a half of straight work. I fixed my tractor (tug), needed a spark plug, took the Mooney out for an hour long ride, came back and cleaned all the bugs off, swept the hangar, and still don't want to leave!!!!! I have so much fun not only flying the Mooney but everything else that goes along with it. It led me to start thinking of what I "really" enjoy more. Flying or just bumming around my hangar and tinkering? One thing is for certain.........having this Mooney in front of me while playing around the hangar definitely increases the fun level. I absolutely love this airplane!!!!

Quote: johnggreen Gentlemen, Are some of you wearing your headphones to tight? Not meaning to insult, but SOME OF YOU GUYS SCARE THE CRAP OUT OF ME. For anyone, and I mean ANYONE, of whatever experience and education, to pontificate on what is the "safe" max gross of the Bravo without the reams of design and test data that went into that determination is sheer folly. There is a plethora of factors that go into the determination of an aircraft's gross weight; about which none of you has even the faintest of knowledge. Perhaps the silliest conclusion is that the manufacturer limited the gross weight and thereby the useful load for some minor, easily overcome parameter that can safely be ignored in the "real world". Really? Mooney limited the gross weight of the Bravo because they wanted to limit its usefulness and appeal to buyers. I don't think so. There is a good reason that general aviation is five times more likely to kill you than an automobile and fifty times more likely than an airliner; poor pilotage. That according to statistics is responsible for 80-85% of general aviation accidents and this blog removes all doubt in my mind as to why. The FAA lists five HAZARDOUS ATTITUDES that contribute to poor pilot judgement and the first is: ANTIAUTHORITY: THE RULES DON'T APPLY TO ME. The first thing I tell a student is DON'T LISTEN TO HANGAR TALK. The ones that do the most talking almost always know the least. What has been written in this thread has contributed much to the lackadaisical attitude that is so dangerous to resposible pilotage. If the gross weight doesn't "really" mean anything, then what about maneuvering speed in turbulent weather, or air speed limitations, or c.g., or weather minimums, icing forecasts, fuel reserves since really they are just all arbitrary rules put in place to limit your enjoyment of flying. Now, don't get the idea that I care whether you go out and kill yourself. I assure you I do not. I do care about the guys who are trying to become responsible, safe pilots and who are looking, IN THIS BLOG, for the accepted methods of behavior, conduct, and pilotage in that regard, who might mistakingly believe that YOU ACTUALLY KNOW WHAT YOU'RE TALING ABOUT? When I joined this blog, I put as my signature "Even a fool says something right some of the time." Sorry, but I'm beginning to wonder. My name is always available in my signature, but just for the point of it, here it is again. John G. Green CFII #1763946

Quote: N4352H Paperwork and a new airspeed indicator. Why? I don't know, perhaps different reference lines.

Along the general lines of this discussion, does anyone know what the difference is between the gross increase J vs the regular 2740 gross? Is it strictky paperwork or is there something structural as well?

Who wants to talk about how great Garmin is and how they transformed GA!

Quote: danb35 Can we please drop the non-aviation-related political discussion? Discussion of how to legally minimize or avoid taxes on our aircraft is relevant to this board, but the big/small gov't, republican/democrat/libertarian/socialist, health care, etc. seem very far afield.

Becca, if I may interject, I think you are incorrect. Big government invariably finds itself needing to get bigger in order to sustain itself. This translates to bigger and bigger debt that the taxpayers must bear in order to feed it. GOVERNMENT DOES NOT PRODUCE VALUE. The people do and increasingly government in a major hinderence. It is the same taxpayer who pays to sustain bigger and bigger government and frankly it's high time the government got out of the way.

The Constitution along with the Federalist Papers should be required reading in each and every classroom across the land. We need to understand it and follow it.

Very well said Gregwatts! Brokers need to understand that they need buyers and sellers. Not the other way around! There is absolutely nothing the broker brings to a transaction. Business 201!

Quote: jetdriven So do you folks use a 45 degree downwind entry, a crosswind entry, straight in, or some other technique to enter the pattern? The place I fly at there seems to be a great consternation about the matter, and I would like to hear who does what.

If you are not in a bind to sell quickly you should list it on your own. Also speak to your MSC and let them know you are wanting to sell. A lot of times people go to the mechanics who are familiar with the maintenance history to find them a good airplane. Your absolute last resort is to go to a broker. They do not have your best interest in mind! Sent you a PM.

OK let's assume for argument's sake that the earth is indeed round. Why are runways flat? And why are all our charts and plates flat? And if we go out on a limb to further assume that it rotates around the sun then why are our times enroute the same to and from?

Quote: jetdriven For about the same cost to manufacture a J, they can build an Ovation. They can't cover costs at 300K, and there is no market for a 500K J. This topic has been beaten to death. The sun rises in the east. Gravity is a reality. The earth is round. And there is no markert for 500K$ Mooney M20J.

To be fair, I don't believe Garmin themselves ever refered to the 796 as the iPad killer. This reference was made by the particular author of the AOPA article I believe. It is not accurate because Garmin is not competing with the iPad.

Quote: AlexR

Yes, this is exactly what I said Dan!!?? Glad you got the full thrust (pun intended) of what I said without putingt words in my mouth! Anybody ever tell you Dan... you are good! Gillette sharp!!

Alex, chill out man! I wasn't lecturing anyone! Certainly not Parker! He has a lot more qualifications than I do! If I bother you so much a suggestion would be for you to start a website of your own and select the people who don't annoy you!

Quote: alex He read it therefore he OWNS it!

Actually, when you lose an engine on a twin you typically will lose ~90% of excess thrust. This means a climb rate of say 1200 fpm will be reduced to maybe 200 fpm if you are lucky. And this is with a perfectly configured airplane. But the discussion was Mooney vs a twin. A twin doesn't necessarily translate into any added safety benefit. Again I point out the fact that serious business machines are indeed singles! The bottom line is we have to adhere to our personal minimums and limitations. Personally, you will not find me over the Gulf or the ocean at night unless ofcourse, I'm flying my other Mooney the TBM! As we say in the profession: "prevention is ALWAYS the best solution!"

How much excess thrust do you lose, say on a twinn Comanche on one engine Parker?

The twin has twice the probability of an engine failure than the Mooney. Also twins introduce another Pandora's box full of issues on one engine. On one engine you have, at best, marginal performance losing about 90% of thrust. Also when DA becomes a consideration your ceiling is no more than about 5000 feet DA. Ever wonder why light business airplanes such as the TBM-700 and PC-12 have single engines?