Ned Gravel

Bought it in Jan 2005. Took delivery in March of the same year.

No flying for me till I get back to Canada. In Bangladesh on UN duty till the end of January. Isn't Skype a wonderful thing? Happy flying all of you. Keep safe. Have a Merry Christmas and a prosperous New Year.

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Quote: Hank I was brought up by a career Marine, so I don't know a whole lot about the Army/Air Force split but I always thought the A-10 WAS an Army bird . . . You mean it's NOT? That's ridiculous!!

I also use the prop forward approach to slow the airplane down when on downwind. But not during a cruise descent. One other corrollary to this discussion is the fact that, I believe, the prop governor will return the prop to full fine if the engine quits. That means that it may not be possible to make the pitch any coarser than full fine if the engine is not driving the bits attached. I could be wrong about that and a windmilling engine should certainly impart some motion to the attachments connected to the accessory case.

Quote: Hank It has also been reported that in addition to loss of more altitude while slowing enough to stop the propellor, lowering the nose to Best Glide will start the prop windmilling again. Unless there are internal mechanical problems with the engine, expect the prop to windmill. If you run out of oil and it seizes, then you get to glide further. Pulling the prop all the way back will reduce windmilling drag and put you somewhere between 10.3 and 12.7:1. At any rate, 10,300 feet is 1.95 miles, or 1.7 nm per 1000' above ground at Best Glide speed, clean, and gross weight. Vary from Best Glide, not be perfectly clean, you'll go down faster. Under gross, you'll glide a little further. The key seems to be pitching for Best Glide right away.

I have put about 7 hours behind my iPad using Foreflight and I will probably go with the AvPad kneeboard system. It will be able to slip into my briefpack for its other uses and, in the cockpit, puts a writing tablet on my "non-iPad" knee. I will also be replacing my CX-2 (electronic E6B) with some app or other designed to do the same sort of things.

In flight mag check is part of my checks at top of climb. I have never detected anything from it, but it feels comforting to know that this is the best stress test my mags will have during a flight. If they pass it, I am good.

If I can wrangle a gig within Indiana, Ohio, or Illinois, I am in!!

Looks like the 201 windshield to me. I have the one piece on mine and its slope is more vertical than the one in your photo.

Carusoam: I did not gets the georeferenced plates. But it is great. Took it flying today. Got the combo US and Canadian charts. One thing I learned is that Foreflight is not a strong VFR chart device. Great for IFR and approach plates. Luckily, I have an AV8OR for VFR. The sectionals are good enough as a reference, but that is about it. Anyone else notice the breaks in the charts? Jepp stuff does not have that but they are exorbitantly priced.. All-in-all a good and useful buy. IMO.. BTW: posted this off the iPad.

I "bit" the bullet yesterday. Got the Foreflight with the Canadian and US subscriptions (which is offered as a bit of a deal given the need to buy two whole subscriptions). Tomorrow (if it stays VFR) I am taking a safety pilot from the club with me and we are going to do some practicing. Hopefully a few approaches where I get to use the plates. Off to FDK on Sunday for business so that will be its innaugural cross country.

Quote: Clarence John, A great idea, could we also include a section on customers/ owners who are a really "Special" in both ways? Clarence

Quote: carusoam It's like insurance to protect your bank account. You spent $1000 to find out the last plane was a financial trap. Sounds like money well spent? ... -a-

I am with Scott on this one. E model with the J bar. Only improvement I would have is the addition of a turbo normalizer. And that may come anyway. Tough little airplane. Put it down almost anywhere in less than 800'. No demonstrated crosswind component mentioned in the owner's manual, but later POHs put that around 11 mph - I have put it down in a 20 knot crosswind component and that is very dooable. Very stable in all kinds of soup. My kind of cross country machine. Clarence has been helping me improve my E one piece at a time since I bought it six years ago. Each little improvement will add to its already capable performance envelope. Now, if I could just be a better pilot

Quote: Clarence Ned, Were the gear and the flaps up? http://groundspeedrecords.com/records/record light Mooney M20E 202kts.htm

Another sign this site has come of age. Roy's boys are on board now. Welcome Earle.

Quote: jlunseth Hmmh. I would say maybe you had a shadow not visible until you landed. So what did you do to deserve that?

I have been told mine are set at 20 BTDC. I asked about the effect of changing them to 25 BTDC based on the discussion on Mooneyspace. No answer yet.

Quote: carusoam Does the new audio panel control cabin pressure too? -a-

So I picked up C-FSWR from Brant Aero where my new PS 8000B has made communicating with my Narco radios a pleasure. Little test flight to Waterloo to drop the tech log entries at Tri-City where Clarence will put them in the appropriate log. All works great. Little bumpy between 2000' and 3000' but I am looking forward to a 25 knot tailwind for the upcoming flight back to Rockcliffe near Ottawa. Wheels up from Waterloo at 12:51 pm. Climb to 7000'. Drop the mixture back through 50 LOP and settle into a GREAT ground speed. Spent most of the next hour and 20 minutes enjoying 180 kts on 150 mph IAS. Unsupported claim? I think not. See http://flightaware.com/live/flight/CFSWR/history/20111125/1800Z/CYKF/CYND/tracklog. Just how capable is my Mooney? Well, after the real C-FSWR landed in Rockcliffe (14:19 local), a ghost C-FSWR climbed to 34000' and made 400 kts g/s out to the Gulf of St. Lawrence and partially back. Who knew?

Bennett, why would you need to have the 796 when you already have the GTN-750 that has more functions?. Just curios. José

From my own experience at CYYT in the winter if you are landing in icing and 20+ kts crosswinds conditions you better raise those flaps before touchdown. Otherwise you are going to end up weathervaning into the snow bank. The flaps in the Mooney create an air cushion below stall speed that reduces the rudder controllability and tires friction at the time of touch down. When there is no flaps your touch down speed is higher thus better rudder control and less lift (no float) thus more tire friction. José

Me too. Its cold up here in the winter.

Eeyore: I second the very thorough pre-purchase inspection. It will save you a ton of money now and heartache later on. Find a reputable mechanic. Before I bought mine, I looked at eight Mooney C and E models and inspected (to varying degrees) five of them. All failed the pre buy - but after the pictures were sent to the owner of the last one, he agreed to cover the cost of repair of the airworthiness issues. Lowered his price accordingly and I upped the contribution for some other nice-to-have items. My E model has served me well ever since. There have been issues, but nothing to do with the state of the aircraft at purchase.