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Parker_Woodruff

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Everything posted by Parker_Woodruff

  1. Parker_Woodruff
    Two weekends ago, this plane had 9 hours on it.
  2. Parker_Woodruff
    I just saw this airplane two weekends ago in Dallas. Premier was showing it. Quite a shame - glad the pilot was ok
  3. Parker_Woodruff
    Just make sure the Mooney intricacies are handled by Mooney guys...which means get an annual done by someone that works on them regularly and is overall a conscientious A&P, IA Stuff like gear rigging, gear donuts, and aileron rigging are something that needs to be handled by the Mooney shops.
  4. Parker_Woodruff
    Nice tailwind. Kept increasing as time went along.
  5. Parker_Woodruff
    Thanks for posting what the POH says. Glad that full power climbs can be made with this engine.
  6. Parker_Woodruff
    What does your POH say about the max continuous power for the engine in your Rocket? Don't go by what the fears are about "red line". If Rocket allows full rich and max power all the time in the climb, then do that, assuming your fuel flow is sufficient. Do climbs at the max continuous power specified by Rocket Engineering. This is not necessarily the suggested climb power. It may, in fact, be 100% power. My Mooney flew the coolest with climbs at max power (39" MP, 2600 RPM). Only upon leveling off would I reduce power to a cruise setting.
  7. Parker_Woodruff
    bingo
  8. Parker_Woodruff
    What is your takeoff fuel flow?
  9. Parker_Woodruff
    Thanks. Haven't owned a Mooney in almost two years and thought I was starting to mix up airframes.
  10. Parker_Woodruff
    I need to check the POHs again for when slips haven't been demonstrated. Or maybe that was takeoffs not demonstrated with less than a certain fuel quantity on the selected tank. Or is it both...?
  11. Parker_Woodruff
    Your technique has merit. I would probably just say I do this about 50-75 AGL as opposed to 100 AGL as written by the OP. We are nit-pickin...My main concern with the long-final technique is unporting fuel after a 5 hour flight...you get the idea. As angle of attack increases in transition to the flare on the ground, you will notice a left turning tendency in most aircraft. That's when I start playing the "right rudder so the nose goes down the centerline" track through the intercom Same reason that you are using right rudder to keep the ball centered in a power off stall.
  12. Parker_Woodruff
    Good job. As a matter of preference, I would probably wait until I was a little bit lower to do the slip. In any case, some rudder deflection in either direction upon landing should be the norm. Nose going down the centerline. There is a tendency to forget this when the wind is down the runway. P-factor and the rest of the turning tendencies never completely stop.
  13. Parker_Woodruff
    There isn't any real advantage in this...if cylinders start getting hot, just lower the nose for faster airspeed in the climb. Leveling off to give the engine a "break" is just going to provide an extremely short fluctuation in CHT. Literally within a minute or so of starting your climb again, the cyl temps will be right back where they were. I would just climb at whatever the max continuous power is and get to altitude as quick as you can. I'm sure you can make quite a climb at 140 KIAS or so.
  14. Parker_Woodruff
    You will certainly have the capability to make it to FL240 in a Rocket. my only suggestion is just be prepared with your masks already plugged in and ready to put on well before you need them. In climbing to FL210 in my M20K, I always put on my mask at a workload permitting time somewhere around 10,000' MSL.
  15. Parker_Woodruff
    I just want to clarify that VLOC is describing if a radio within the GPS or if the GPS itself is providing input to the CDI/HSI. A precision approach like the ILS is still flown in VLOC mode. I'm sure the OP understands this, but I'm just clarifying... Also, a great thing to add to your approach checklist is to verify you've selected the correct setting for the approach. This has caused problems for expert and newbie IFR pilots alike.
  16. Parker_Woodruff
    Yep, fly it to Don Maxwell at GGG
  17. Parker_Woodruff
    I got off Facebook in August and am not looking back. It used to be great, but in the last year I used it, it seemed like I was having to scroll through 99% of stuff I didn't care about to find the 1% of interesting content. I'm hoping there will be a mass migration toward a groups-based platform like MeWe.com. A lot more secure and a lot less clutter.
  18. Parker_Woodruff
    Carusoam gets the victory For the amount of New paragraphs He makes In each post -p-
  19. Parker_Woodruff
    I'm afraid that's an awful idea
  20. Parker_Woodruff
    Hi Tim, I might not be understanding your question correctly. I think the indicator on the floor will only show full green on gear extension. On retraction, the gear unsafe light on the annunciator panel should go out. As always, check gear rigging anytime the plane is on jacks & at annual inspection.
  21. Parker_Woodruff
    I used Condor on both my Mooneys and have no complaints.
  22. Parker_Woodruff
    The MB has a fully referenced wastegate. throttle adjustments are almost nonexistent. You pretty much firewall the throttle on takeoff and leave it there till you level off in cruise.
  23. Parker_Woodruff
    If I remember correctly, the dipstick on my M20K would only go in one direction. I would have to rotate it 180 degrees if I didn't put the correct side in the first time...hard to describe, but maybe you see what I'm saying...
  24. Parker_Woodruff
    Congrats, Scott! The Saratoga is a nice, roomy airplane. The A36 flies nicer and is a bit sleeker, as you know. I've flown both. The space of the Saratoga is incredible. But you won't be going much faster, if at all, than your current Mooney.
  25. Parker_Woodruff
    C172, M20J, M20K... Now no wings. Hopefully that will change within the next couple years.
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