danb35

Quote: Seth Do most of you keep LOP in the decent? If so, when do you switch back to ROP for landing?

Yes, there's a cost to the adLog system--about $30/year. They send ADs on the airframe, engine, prop, and any installed avionics and other items as they're issued throughout the year, and an up-to-date AD list at annual time. Can you find all that on the FAA web site? Sure, but it will take a bit of digging. They also have, IMO, a much better logbook system than the standard little booklets that most owners use--everything's kept together in a single 3-ring binder: the logs themselves, all ADs, 337s, W&B history, oil analysis reports, SBs/SIs, 8130s/yellow tags, etc. All with color-coded tabs, so it's easy to find. Note, they don't send out service bulletins, so it's up to you to keep track of them yourself--but they do have a place for them in their binder. I keep a few relevant SBs in mine, but most I don't bother with.

Quote: DaV8or Our engines could be much better.

Quote: astelmaszek Dual direct fuel injection with ECU control and 30% lower fuel consumption with a 10.5:1 compression. Did I mention it runs on autofuel. Even the old carburated rotax managed 10.5:1 just fine on autofuel.

Have the instrument rating, and it's come in very useful. Don't at all think it should be mandatory for all pilots, though. I do, though, find it hard to understand why a Mooney owner/pilot would not be at least moving toward getting it. Here's my reasoning: Mooneys are built for XC, the longer the better. This implies extended time aloft as well as long distance. You can easily cross wx systems, and wx can change while you're up there. This adds up to (in my mind) an instrument rating being very useful (though, admittedly, not absolutely essential) to the kind of flying that Mooneys are best suited for. Of course, this may not be the case in other parts of the country. I expect that, in the southwest, CAVU prevails 330+ days/year, so maybe it isn't such an issue there. Here, I need the ticket to be able to keep any kind of schedule.

A power jack isn't a major alteration, so no 337 is needed.

I understand that the spark plug washer probes typically read 50-75 deg. hotter than a bayonet probe--that could be part of your problem.

There's no legal or regulatory requirement for the mag inspection at 500 hours (or any other interval). If you didn't tell them to do it when you left the plane, I don't think you have grounds to be mad at them. If you did, and it still isn't done 9 weeks later, that's a different story entirely. Yes, the inspection is very widely (and strongly) recommended, but "widely recommended" isn't the same as "required".

Quote: allsmiles What is important is to know the airspeed. A stall will occur at the same aoa at any airspeed.

Quote: allsmiles As I said earlier we already have an aoa indicator, the airspeed indicator.

The simplest, and probably cheapest, option is to replace with the same prop as original. You might even be able to overhaul the prop and replace the hub as part of the overhaul. New hubs (with an A or a B suffix on the serial number) are not subject to the AD. For non-OEM options, there are two- and three-blade Hartzell Top Prop models, and I believe there's a three-blade McCauley prop available as well. I have no experience with any of these. I do know, however, that '48Q has had both Hartzell and McCauley three-blade props installed in the past, and the previous owner removed both of those to go back to the stock 2-blade Hartzell.

Quote: schule On my F like the C, once the little green light is on and the red one is out the gear are equally likely to be down and locked be cause the squat switch changing the lights is the same.

Check your PMs

Quote: triple8s I have really been wanting a shoulder belt, I hear lots of the injuries from off field landing are head injuries.

Quote: Shadrach I've never had this happen or even heard of it. What's the scenario?

I have this happen too. Alpha Aviation has seatbelts with a pushbutton release, but I haven't thought it was worth replacing them.

Quote: 1964-M20E Since peak EGT is maximum power available at any given MP, RPM and altitude if you listen carefully you can hear the engine and prop governor respond to changes in mixture on either side of peak.

To try to answer your questions concisely and impartially... ROP and LOP refer to rich and lean of peak EGT. Peak EGT may or may not be a bad place to run, depending mostly on your power output--90% power at peak EGT is probably not good for your engine; at 50% power the mixture doesn't make a difference. It's pretty widely held that 60%-65% is the point below which mixture just doesn't matter--that is, you can't hurt the engine no matter what you do with the mixture control. This is where Cruiser's recommendation comes from--even if you do it wrong, at or below 65% power, you aren't going to hurt the engine. Even a mixture setting that's undesirable for your power setting isn't going to hurt things if you pass through it reasonably quickly. If you're running at 80% power, you don't want to be running at 50 ROP, for example. But it won't hurt you to lean through that to get LOP. An engine monitor with fuel flow is a good idea for any engine. It's not particularly more necessary or desirable when running LOP than when running ROP, except that the fuel flow makes it easy to lean to a particular point once you have your settings dialed in. For example, 90+% of the time, I cruise between 7000-9000. I simply lean to 9 gph, rather than looking for a particular LOP or ROP value.

Quote: jetdriven Because you do not have to act as PIC necessarily to log PIC.

Quote: Hank My safety pilot, with ASEL only, also logs PIC time while I am PIC and logging PIC time, shooting my own practice approaches. He is NOT PIC, but he logs the time as such while I wear my foggles. So says my DPE.

Periodically, a thread will show up in a forum with an apparent title that's quoted from a post in a completely unrelated thread. In the attached example, the first thread title (that begins "Paul is dead on") is actually the Safety Pilot logging thread.

Quote: scottfromiowa I am having a VOR indicator installed in my Mooney. I own the airplane. I will be in left seat. I will be flying with an instrument certified pilot. We want to practice some VOR approaches WITHOUT foggles in VFR conditions. What is required to do this? Me and right seat IFR certified but NOT current pilot.

Quote: jetdriven Gues I just misunderstood this. Dan sounded like he said you needed to be current and rated to file IFR. Now, IFR approacges and IFR flight plan are two different things.

Quote: aviatoreb As I understand it you don't need to be even IFR cert to be PIC as an IFR practice safety pilot since that operation is generally run VMC.

Mike, you've just hit on something else I was going to mention. Becca, let's suppose I have a safety pilot who isn't legal to be PIC for some reason--maybe she doesn't have a complex endorsement. What can she log?