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About mikefox

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  1. 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!
  2. 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.
  3. 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)!
  4. A friend of mine had this in his aircraft. Very subtle vibration that would last for a second or so, and was accompanied by slightly increased EGT on one cylinder during the roughness. Turned out to be oil ring that was broken, and when the gap lined up with the other ring gaps, oil leaked into the cylinder, changing the combustion process (hence the EGT indication).
  5. I've operated my J out of grass strips many times - a well-maintained grass strip can be preferable to pavement! Just watch out when the grass is wet. Even morning dew can substantially increase your takeoff roll and decrease braking effectiveness. Enjoy, and be careful!
  6. This is fantastic news! I look forward to their certification!
  7. Contrary to some of the comments listed here, the aircraft cares about IAS. IAS is a measure of the dynamic pressure felt on the aircraft surfaces, which is what they care about. So in the equations for lift and drag, hence Force on the airframe surfaces, it is dynamic pressure which matters. For incompressible flow (low Mach number) this can be expressed as 1/2 * density * velocity * velocity. When we pilots talk about "True airspeed" it is the velocity in the equation that we are referring to. The reason true airspeed and IAS differ is when density is not standard density (29.92 in Hg, 59 deg Fahrenheit). Remember, the airspeed indicator is telling us essentially, DYNAMIC PRESSURE. So regardless of altitude or outside air temperature, if you exceed Vne you have become a test pilot!!
  8. I always climb at full throttle and at a safe altitude back the prop just off the stop into governing range. No issues ever and no limitations in the M20J.
  9. Yeah - the Century 2000 is fantastic when it works! When it doesn't it is a pain.... We had some bizarre issues with the pitch axis which were solved by replacing and then fine-tuning the brushes inside the AI, which send the pitch signal to the autopilot computer. Many AI overhaul shops don't adjust these very effectively.
  10. I can't believe I am reading some of the comments in this thread! I hope they are pure sarcasm!!! As an aerobatic pilot and Mooney owner, my sincerest advice is to buy a Decathlon, get some good instruction, and enjoy getting upside down! Keep the Mooney shiny-side up unless you are Bob Hoover....
  11. Regretfully won't be able to attend due to a cracked Hartzell spinner bulkhead! Anyone ever heard of that? Big chunk of aluminum missing!
  12. I'd go to PRB but won't be in town on the 17th. Could do end of March or early April!
  13. That is a great video of what not to do! I have had a student handle a power-on stall demonstration poorly in a Mooney and that got my attention. And as an instructor and occasional aerobatic pilot, I have done many deliberate spins in my career! The key in a Mooney, if you don't want to become a test pilot, is to quickly recognize an incipient spin entry and recover properly at the first sign. Recovery is not as brisk as in a Cessna 172, 152 or Citabria/Decathalon, but if initiated immediately and correctly, will not do what we saw in the video.... Keep the shiny side up -Mike