M016576

I clipped mine to the passenger side leather handle on the forward frame. It's high (roughly head level), and is somewhat in the line of sight(I can read it when I'm looking right). one thing I've noticed is that if the cabin vents are all closed during start / takeoff, I get 10-12 during climb and 1-4ppm reading in cruise, but if you open some eyeball vents that drops off to 0 pretty quickly (even in the climb). It seems like the eyeball vents are pretty effective at venting the cabin.

I'm not "rationalizing" anything- I'm asking some open questions regarding your opinions and techniques. I'm looking for ways to improve my skillset... something that I've been continuing to refine over 23 years of flying, both as a civilian and military instructor pilot. I don't know what I posted in my previous post that caused this perceived "close-minded" attitude, but that wasn't my intention: I merely wanted to know what Mooney specific issue would cause you to recommend against side-slips in a crosswind scenario. Just so we're clear: I'm not challenging you, or your instruction, or your methodology. I'm attempting to figure out why you prefer your technique, so I can ascertain whether or not I will adopt it. I do so out of respect for your years as a mooney specific instructor, with tons of time teaching people in these aircraft. with that in mind- I don't find sideslips to cause me to "work hard" or "take up brain energy". No more so than crabbing. I just stabilize the Line of sight rate just like you do in your transition to land: wing down to control drift, top rudder for runway alignment. "wing down, top rudder." In a crab, you have to play out rudder to control runway alignment, while looking out the side window to stabilize line of sight rate (ie, maintain centerline). both require a little practice and training: neither are difficult, nor overtasking. I would contend, though, that you are not "feeling" the winds in either circumstance: in a crab, you are stabilizing Line of sight rate using a rudder input. In a side slip, you are stabilizing line of sight rate using an aileron input. in a crab, you need to "do something" as you enter your flare, or risk damage to the aircraft, in a side slip, you do not: your aircraft is in a ready to land state. OK, now we're getting somewhere towards what I was looking for: your math description of crosswind component on final- that's an objective metric as to why you prefer crabbing over a side slip. I get that. I'll have to give that a try and see if that impacts my decision making towards this technique. Here's the objective metric for why I like the side-slip better: I don't need to use math to figure out whether or not I can maintain centerline with full flaps selected: I just fly the airplane, and if I can maintain centerline using my side slip in the current configuration, and the angle of bank isn't so heinous that I will scrape a wing, then I know that I'll be able to land successfully and I find this out at 500' as I'm turning final.... rather than potentially mist-calculating the wind component (my math skills aren't very sharp- as Erik can attest to), and finding out the "hard way" during my round out that I can no longer maintain centerline as I'm trying to transition to wing down, top rudder (which is a side slip). There are other techniques and methods to determining how and when to put the flaps at half in gusty or heavy wind conditions, although your technique described above seems to be pretty accurate- and certainly a warranted method if the runway is short, and there are no other ways to get a feel for how the winds will be(asos, atis, ahrs derived). Like you said, you can always rationalize doing it one way or the other. and everyone has their own superior techniques (yes, that's a joke!). I see merits to both techniques. I might try a crab next time around to revisit the experience.

At some point in the flare, though, you are transitioning to a side-slip (not a forward slip, per se)- otherwise you're landing on a loaded main and chewing up a tire (or worse, collapsing a gear). What's the disadvantage or reason that it's bad technique to use a side slip vs. a crab in a mooney, assuming both pilots are on glideslope, and on speed? The reason I ask is I've been using side slips my whole aviation career because that was how I was trained in navy flight school (so I'm most comfortable with that)- but I'm open to trying crabbing- or, if it's a safety issue, I'd like to know. heres why I like using a side-slip vs crab: 1) looking out the front of the aircraft, vs side window. 2) don't need to "kick out" the rudder during the flare or ground effect to align fuselage: you're already stabilized in a landable condition going into the flare. 3) slightly higher power setting to achieve same glideslope/ias during gusty conditions. This can also be a disadvantage- but if the approach needs to be terminated, or you hit a downdraft: just level the wings and you get a little extra instant lift. This is probably a much bigger deal in the jets I fly do to engine spool up. Our piston aircraft have near instant power response anyway. I haven't been instructing in mooneys for 23 years- and the pilots I do instruct are already somewhat experienced when they get to me- so if I'm missing something that's GA or Mooney specific, please let me know. The best advantage I can see to a crab is that setting up the approach, and power management are the same as a no wind approach, and passengers won't feel the rudder inputs until the roundout/flare. The disadvantage is that the pilot is changing his/her method to control drift in the final seconds, and if the pilot mis-times the transition, or the bottom falls out of a gust before the pilot is prepared- you could land side-loaded. Unless you're making the transition higher up the glide slope. ive found a side slip effective at controlling crosswind components in a mooney in excess of 20 knots (the last time I was in this predicament the winds were 50 degrees off runway axis: I was diverting due to a snow storm at my intended field- this field was VMC, but high winds- 30G40... the landing rollout was very short.). I don't takeoff/plan to fly in high crosswinds, but I'm prepared in the event I am forced to deal with them. I have yet to try crabbing- maybe that will be my next "mooney training event." edit: I do agree that if you're using a forward slip because you're high on glideslope- chances are that could have been prevented by being ahead of the aircraft... unless of course it's a slam dunk, or there's an obstacle. Even with the slam dunk- you can sometimes expect it... and (heresy in a mooney) slow down (JK!)

1982 missile w/ TKS. Hull value- 150K insured. 1MM smooth ATP, CFII, ~4200hrs, mostly twin turbine. 500ish mooney in type. $1201.00 through falcon (old republic)

I wouldn't hold your breathe.

Reason #369 why I'm never going back to live in a city (particularly a left leaning one): too many people. And those people don't like pilots!

Bay Area, go figure. Whats that line from Star Wars? "You will never find a more wretched hive of scum and villainy." Describes some of the entitled folk with tech money around there... the world is there to serve them. sad... I like that airport.

What's 1200Kts GS by your calculation? you wouldn't like the fuel burn- I promise..... 78,000 Lbs /hr. Five stages of AB in the F-15C at 40,000' :-)

A picture might help...of the drain, that is. Not sure if the drain is common between the rocket and the missile- wouldn't want to send you in the wrong direction. actually- even better- call Rocket engineering- they probably can tell you where to get one or if it's a custom part- sell you one. They helped me with my engine mount about a year ago: they are still supporting the STC

115 KIAS Vfe on the missile i think you're still pretty far forward of the top of the L/Dmax curve at 100MIAS. You're at about 1.5ish x Vso... it may feel slow because the control force is reduced IRT faster speeds, and the plane's responsiveness dies off as you get slower, but the aircraft is still at a "low" or "fast" angle of attack. I haven't seen the L/Dmax chart for the mooney wing, but I'm willing to bet the peak is very small on the X axis and the slope is fairly drastic IRT a turbulent flow type wing (that's just my personal assessment based on flight performance in a stock J and the missile). the nose forward moment from extending flaps is a function of shift in the Cl in relation to Cg... that exaserbates the "issue" as extending flaps incurs an immediate reduction in angle of attack, which makes it "feel" like you aren't slowing down unless you counter that force.... then stabilize the aircraft. I don't know this for sure, but I bet Don Kaye does a pretty good slow flight demonstration and exercise due to his experience in mooneys as an instructor: the handling characteristics of a mooney below 90 knots are somewhat unique compared to brand P, B and C... in part due to the laminar flow wing, and in part due to the control surface forces. Edit: i should throw out there that I have not seen any of the performance charts for the mooney wing, I've never flown a pre-J model, and my test experience is ... well.. let's just say it's vintage these days! edit 2: from the ATP practical: 1st half flaps = more lift than drag... second half= more drag than lift. Waaaaasyyyyy oversimplification, but for some reason this neuron fired in my mind just now.

Tell that to the folks that made the F-15C.... the wing leveler in the m20C works better than the 15's "autopilot"

Full flaps provide A good amount of drag in the mooney..... but you have to be on the back side... or at least at the top... of the L/Dmax curve. It takes a while to bleed airspeed to achieve that "stabilized" condition vs... say... a 172; which is why I hear from time to time "flaps just change your attitude- they seem relatively ineffective in a mooney, etc, etc.". The challenge, as you pointed out- is when you enter ground effect- if you are even 1-2 knots fast, those flaps will again push you to a region of more lift than drag. You almost need to start flaring as you enter ground effect to avoid floating. Personally, during VFR ops, I configure with full flaps on downwind, and stabilize the aircraft prior to turning base- but that's a technique I learned in the navy long ago. That seems to help me, but my stall margin is tighter than 1.2 in the turns... so no "wrapping it up" In my experience, if you are even 5-10kts on the front side of L/Dmax in a mooney with full flaps, expect a 1000' extra or LONGER rollout than whatever your published numbers are. That band at the top of the curve is very tight with full flaps in this aircraft, and the elevator (at least in the J), is pretty easy to over control due to stick forces in that speed regime and trim angle. It requires practice, and training. i opt for the "wing-down, top rudder" method to maintain centerline- near the overrun I transition to crab-kick out. 20kts sustained, direct crosswind component and Gust factors over 5-7kts on top of that can make life uncomfortable. You're pretty close to the end of the rudder throw there... which leaves you with little rudder to counter the gusts if need be. A major worry of mine is side-loading at touch down- so timing the kickout is important. And of course, once you're on the ground taxiing- apply the flight controls correctly in the wind

I had this happen to me on a hard IFR day near KSUN. My 430W antenna failed, which caused all the gps devices in the cockpit to fail. I was already diverting to my alternate, in hard IMC, in a non-radar environment. Luckily I had my KNS-80... I was able to arc to the ils at TWF. Broke out at 1000' agl and landed uneventfully. its true- there is a failure mode in some of the WAAS antennas for the 430W that wipes out all your gps's in the cockpit (I think it must emit noise that washes out the relatively weak gps signal within a certain radius). It's pretty well documented- not only here, but beechtalk and PoA. that was the second most stressful day I had in my mooney.

http://www.faa.gov/news/safety_briefing/2010/media/JanFeb2010.pdf boom. RAIM for non-WAAS. No RAIM required for WAAS.... unless there's a WAAS outage... then back to RAIM....

You soldered together a stratux? Why? Just buy the raspberry pi and stick the USB ADSB receiver and gps puck in. No need to solder anything: it's a very easy "build." not saying its better than a 430- but the only tools required to "build" a stratux are your two hands.

One man's light chop is another's continuous moderate.... the mooney is heavy on the controls and has neutral lateral and longitudinal stability. It has positive directional stability- particularly at high airspeeds. It is stable- which means, not very maneuverable. That makes for a very nice, stable IFR platform.

Thanks! Ordered mine today. Been meaning to get an electronic one- perfect opportunity.

Very valid

I fail to see how pulling the ring vs pushing up on the plunger with a sample cup is any different... the only risk I can think of is that the sample cup rod scratches the piston in the gascolator. When I disassemble the gascolator, it contains the piston (which the ring is directly attached to from above) and an o-ring that fits into a groove on the bottom of that piston, as well as a micro-screen and a larger o-ring that seals the entire unit. Spruce sells the micro screens for something like $1.00. And the o-rings, too are very cheap. If the gascolator is leaking, or doesn't "quickly" return to a non-leaking state- just replace the small o-ring (it's probably worn from use). The piston in the gascolator has a small groove in the bottom that sure seems like it was designed for a sample cup rod- and there is no unique features to that piston that would preclude pushing, vs pulling on the ring so far as I can tell. The one compelling reason to pull on the ring, vs pushing, is that you can more easily switch tanks and know which one you have selected from in the cockpit. And it ensures that you sump both prior to draining the gascolator.

You said it- man. its one thing to make those flights in a twin engine turbine, when you're being paid to go. It's another thing entirely when the flight is for "pleasure"!

When I landed at TWF, The winds were quartering cross at 25kts, but gusting to 40 knots. The rudder pedal was all the way to the floorboard and 10+ degrees aob just to hold centerline. I'd rather not do that again. On the plus side- my roll out was only about 500'!

No. I left my mooney in Twin Falls, ID on Monday for most of the same reasons. (Severe winds just as you describe, clouds from 1000-FL250, mod icing, SLD threat). you made a wise choice.

Plugged #4 injector, possible blown gasket (the pop)

What leather did you use, and did you save the templates? I bet if you sold templates plus leather hide, along with instructions, for about $200 bucks, you'd have quite a few customers.... many would rather do that than send them out and pay $800.00