bradp

I recently had a family member who’s not too mobile do a trip with me. As long as the person can physically fit in the space between the leading edge and the door, this was the most comfortable entry and exit method for her. Sit on leading edge, pivot legs into plane and shift onto seat. On the way down we had the front seat out and it was very roomy / easy. On the way back the front seat remained in, and it was still easy. Exit is sit on the wing and rotate, leg legs fall in front of the leading edge and slide out from door.

I threw a gross banana peel my kid handed me out the pilot window over the Atlantic. it just smacked the H stab and caused a gross mess.

No replacement for displacement. Hehehe

Not to hijack the thread too much but here’s my issue with the field post (excuse my lack of accurate nomenclature for field post as “this guy”). No charge state associated with loose field post.

For those that known the AF447 details - was there ever a reference to ground speed made by the pilots?

77J has like volts, gear, gear unsafe and ram air. That’s it.

Also interested. I’ve got the same question about the -LS suffix.

Lois what are you replacing your Klingons with ?

Whelen lights require a log book entry

Because I was inverted

And a VOR near KSAN

Ocean city autocorrect:)

This thread reminds me of the single time I got intentionally cut off in the pattern at (Ocean City) edit MD. I was on a 45-to a left downwind at TPA. Making proper calls on the correct frequency etc. A few hundred feet below me a 310 Cessna comes screaming in on a downwind, under my left wing. No radio calls at the ultralight TPA. I get all righteous indigestion and tell my wife I’m going to talk to that guy about his pattern etiquette when we land (not on the radio clearly). And we’re no slouch - probably doing 120 on DW… Turns out he didn’t want to talk as he dropped off a pax with at least one engine still running and scurried off. I’m sure we’ve all had encounters like this… there are pilots who are passively trying to run a race to the threshold no matter who or what stands in the way.

A few things I’ve learned flying in the New York area (n90) over the years: 1. Expect multiple reroutes 2. Tell them unable. Just be direct and quick on the radio. They are accommodating. I used to say no to them trying to put me on V44 all the time 50 miles off shore and they would alternatively route me V1 over JFK instead. They even would keep me at 5k NE bound and amend *all* the departures on the Kennedy to 4 instead of 5. They will work with you. Doesn’t bother them generally. I have previously had to activate an IFR plan encountering a snow squall under the EWR arrival corridor - I thought I’d be in hot water unable to maintain VFR/VMC- but no problem. Vectors for thunderstorms that put me right in the middle of the EWR final stream… no problem. They will absolutely work with you just work with them. They are incredibly talented at what they do. Just be quick and compliant as long as it’s legal and safe (PIC authority). 3. A flight steam 210/510 or the equivalent Wi-Fi on the IFD are worth their weight in gold 4. Those things will help you stay ahead of the plane. If you need more time, tell them authoritatively and they’ll help.

There a 94 J on controller for $214 https://www.controller.com/listing/for-sale/216919725/1994-mooney-m20j-mse-piston-single-aircraft Above that listing is an F33A Bo for almost $375k. Looks like the blue book and local tax assessors have caught on to the wild ride. They doubled my assessed value from last year to this year on property taxes. And I keep having to up my hull value accordingly to keep up with market replacement. viscious cycle.

I’m not sure how much Mooney experience the new owners have.

@Marauderi like that tweed carpet. Where’d you get it?

Because it was only a tiny bit of deflection off to produce a larger effect. Not apparent on a visual inspection. You really needed the rigging boards to tell something was off. Also how the ailerons sit is different when air loaded is something else I learned from this.

Look at this old post. A failed avionics switch in a 12-V J leaves your avionics in an ON position. A failed relay, on the other hand, can either result in power ON to your radios or no power to your radios- dependent on the fail mode of the relay. looks like the illustrative pictures were lost in one of the server migrations perhaps. I’d definitely check the wiring schematic to see if the K uses the same relay circuit I might have a radio switch for a K in my garage. b

Oh paint. Definitely paint. Test fly with maybe a high speed taxi prior to pattern. I had an absolute wild ride after my painter randomly reinstalled my ailerons and provided me with a similarly random aileron rigging. Plane wanted to turn >45 left and I limped it back around.

Something like an oil change (no suction screen removal)- run engine. Check for leaks. There’s only two places you’ve messed with. Quick drain and oil filter adapter. No leaks. You’ve added oil. There’s not much point in taxiing or flying. Post engine RR - it’s much more extensive. First run. Decowl. Inspect. Cowl. First test / break in flight. Decowl. Inspect. Prior to my first flight. Decowl. Inspect. Post my first flight decowl. Inspect.

It can be done. Two potential paths. First path would be like the vans system. You’d have to fill the voids, protect the surfaces, then do a hand layup on the aircraft, come back and trim, body work and drill. It would take a bit of knowledge transfer from the RV process. You’d also need a bonding method that is acceptable. Fiberglass probably, definitely, preferred over carbon. Aluminum in contact with carbon at a high vibration area is bad news… they will have galvanic corrosion and river will eventually work and give. This is a one off solution. Second path is you have the old one and it’s in good enough shape to create a plug (probably one side since it’s a flat with complex curves). From the plug you do a vacuum bag hand layup. This is something I could help with under the owner produced parts provision. Especially if it is a copy of a previous fiberglass part. If SWTA is willing to let you borrow their mold, that’s even better. edit : vans has an entire series about the windshield fairing process. https://www.vansaircraft.com/faq/canopy-fiberglass-fairing-how-to-video-series/

Why go for a road with power lines and vehicles when there are miles of fields (as I understand corn and soy) around? I get the corn avoidance. A soy field would be preferable.

Rocket engineering enters the chat

Could also be paired with a composite prop (save about 25lb) and oil cooler in the belly (like a p51d) that would make the weight penalty pretty negligible or offset by the higher energy density of jet - a. Apparently because the torque is so high on these engines, the mount and prop needs to be able to take it.