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mikefox

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  • Gender
    Male
  • Location
    San Diego
  • Reg #
    N52503
  • Model
    M20J

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  1. mikefox
    Well, here's my procedure for an M20J (basic procedure works well in other aircraft as well though you might have to modify settings: 1. Vectored for approach or before FAF: MP 16" Prop 2500 RPM. this gives gear speed comfortably in straight and level flight 2. Intercepting GS (wherever it occurs): Gear down, MP 14" (precision approach). This gives about 100-105 kts IAS 3. 2 mi or so to threshold, flaps to 20 deg 4. Runway in sight, flaps full (or as appropriate) power to idle
  2. mikefox
    My greatest heartache is folks talking about "it's already 5 years old"! I hate to think that the panel we invested in is out of date already - we have a G500 PFD/MFD (not the Txi), a G5, and a GNS430W GPS/Nav/Comm. For the first 20 years of my flying career nothing ever went out of date - it just needed occasional repair. Now my fervent hope is that Garmin continues to support our "old" equipment for 20 years! Sorry for the rant!
  3. mikefox
    Thanks! I'll broaden the question to whether anyone has any recommendations for good shops in Southern CA for an annual inspection on an M20J?
  4. mikefox
    Anyone have any recent PIREPs on Mooney maintenance at Coast? Thanks in advance!
  5. mikefox
    Hi! CFI, CFII in San Diego, experienced in M20C,J,K.
  6. mikefox
    Hopefully the carbon cowl for the J can fix the annoying modal (flexural) vibration issue which cracks the paint on the top cowl!
  7. mikefox
    Yes, you can log PIC time in a Mooney without having the complex endorsement, as long as there is someone on-board who can "act as PIC" for the flight - in other words, take responsibility for safety of the flight. You are logging PIC time as sole manipulator of the controls in an aircraft for which you are appropriately rated, and rating does not include endorsements!
  8. mikefox
    Congrats!
  9. mikefox
    Great questions! The antennas in #1 are COMM 1 and COMM 2. Antenna #2 is transponder or DME - they are both small blade antennas like that. #3 is definitely strike finder. If ever in doubt, the length of the antenna is inversely proportional to the frequency - that's why DME is smaller than COMM, for instance!
  10. mikefox
    Anyone have any experience with the latest LED landing lights from Whelen or AeroLEDs? Since we have an M20J with a single PAR46 in the cowl, the AeroLEDs Sunspot 46LX with both landing and taxi optics is attractive. Thoughts? Anyone try the latest Whelen Parmetheus Pro PAR46 light yet?
  11. mikefox
    Ok, I'll pile on - it is a valid point that we should understand the reasons behind recommended operating practices, so that we can adjust as needed with an understanding of the risks, rather than be dogmatic. Having said that, barring unusual circumstances, I do the following: Positive rate, out of usable, gear up Climb stabilized, obstacles cleared (if any), flaps up Safe altitude (usually but not always ~1000 AGL) - pump off, prop 2600 RPM, power as required
  12. mikefox
    I always turn off my ANR pre-landing. Not just for the tires, but in some aircraft, the ANR mutes the gear warning so much you might not recognize it for what it is!
  13. mikefox
    We have also had excellent experience with fine wire plugs. Never had to gap them after installation because they don't erode! We have never had fouling problems and always smooth as silk. I wouldn't use anything else.
  14. mikefox
    I think I'll avoid H2 - think "Hindenburg"!
  15. mikefox
    Wet grass can increase the drag, especially if the grass is long. I have seen some mountain flying handbooks and other info that recommend no takeoff if the grass is long and wet. Landing roll will obviously be longer as braking effectiveness will diminish on wet grass. I would not call myself an expert backcountry pilot either though I have some experience, enough to know to be careful (especially with an aircraft like the 20J)!
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