Urs_Wildermuth

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Urs_Wildermuth last won the day on November 20 2015

Urs_Wildermuth had the most liked content!

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About Urs_Wildermuth

  • Rank
    Full Member
  • Birthday 12/27/1962

Contact Methods

  • Website URL
    http://www.hbdwc.ch
  • Skype
    urswildermuth

Profile Information

  • Gender
    Male
  • Location
    LSZH
  • Interests
    Flying, travel, music,
  • Reg #
    HB-DWC
  • Model
    M20C, 1965
  1. About time I fessed up

    2k ft? That is over 600 m? Our normal training field has 1640 ft asph and it is plenty enough for a C model unless there are obstacles. I do recall that initially I also had landings where I ate the field lenght without ever getting on the ground but this is simply a question of good speed control and getting used to the visual cues outside the window. 75 mph should be more than enough as well. What I found challenging at first was to keep the proper pitch attitude and height in the flare. It is very easy to get that wrong and if so, you land hard. After a while though you get the visual picture right and from then on it's easy. I would not beat myself up over this, you had bad luck I reckon. The way I went about it was to train landings on longer fields but setting myself a distance I want to achieve (e.g. at ZRH I have a 8000 ft runway but the first exit is at 1600 ft, so I always try to aim at that one when training short field landings). Clearly, it is different if the glide path is steeper than the normal 3 degrees and you have obstacles as apparently you had here.
  2. Upgrade from C to K? Should we??

    David, I own a 1965 C model I bought for very few money at the time (run out engine but otherwise ok) and I am in a similar situation re resell value and all that, even though I am not considering upgrading at the moment. However, I can tell you a few things along the arguments you just presented... My airplane has been upgraded to a high standard in terms of Aspen PFD, S-Tec 55x AP and some other stuff, the engine got overhauled and the prop done. The aircraft has a Powerflow exhaust (mounted by my predecessors) and once I had the Aspen, it left me speechless... Jep, that is a 1965 C model with a properly done prop and 200 hr engine plus powerflow exhaust. 150 kt TAS @ 6500 ft. Oh yes, that is how the cockpit looks like now: Also, I have been at altitudes with this airplane which almost would be flight levels in the US. The highest I've ever been was at 17'000 ft but as ISA + 20°C which translates into a Density altitude of 22'000 ft. At the time I did not have a TAS display but I reckon it will run some 145 kts still. I have no idea how fast a C will go with 201 cowl and windshield but it might pick up some 5 kts for sure and then I'd definitly add the powerflow exhaust, you might end up topping me easily. My wife is the opposite of a light packer... she will literally carry anything but the kitchen sink. But my C ended up legally carrying us two plus 200 lb+ baggage at 15`000 ft over the alps. When I look at the payload of some of the later Mooneys, they can't do it. Mods: I have actually seen a C which had a Rajay Turbo installed. Not sure if that is still possible but with it, I imagine that at altitude it will run quite fast too. And finally: Right now I am in a situation where I can hardly fly at all due to the fact that I have become a father a year ago and need a lot of time to care for my family. A more expensive plane would have had to go by now but I can keep the C up and running because it does not cost too much to do it. As much as also I would like something faster and better, if I were to upgrade it would probably go into a different direction, namely a Twin Commanche with Rajay Turbos. But that is a pipe dream which will never happen as this here airplane is really the best I can ever afford.
  3. M20 C Engine Start problems

    A small update. We have had the accelerator pump tested and it works fine. Will check out the shower of sparks during the next scheduled maintenance. I have several pilots fly the airplane as I don´t create enough flight time currently due to other comitments. It´s only two of us who have problems starting. What is weird though is that the other 3 each use totally different procedures to start it but get it to run every time. One uses fuel pump on, wait for pressure build up, fuel pump off, pump 5-6 times and then engage the starter with throttle 1/4 inch open. Another runs the fuel pump, does not prime at all but pumps the throttle slowly while cranking. Takes him 4-5 blades to start. That is my mechanic who does it this way. I think the problem has to do with too few fuel in the engine when I do it. I am scared of carb fire so I did maybe not prime enough. I will try the method my mechanic suggested and see what I can achieve. Thanks for the tips regarding clogged pump. Will have that checked yet again.
  4. M10 is on the move

    At least the prototype is still flying...
  5. Mooney M20K down in Switzerland

    For many that is the pet excuse. I used it for a while but it's pretty lame. In the end, many of us simply do not have the time to do this hobby the way it should be and don't have the nerve to call it quits. So maybe we need more regulation on this, not less, such as 100 hrs p.a. minimum time or re-examinations and maybe we need to stop people from flying into the mountaineous areas with special use airspace unless they are really qualified. But even then, 2 of the pilots who crashed in the alps recently were proficient enough and still crash.
  6. Mooney M20K down in Switzerland

    Possibly, even though the crash site was fully VMC at the time of the accident. It is going to be investigated by the Swiss SUST, their NTSB. Not sure how to call this. In the last 10 minutes they most probably were flying in turbulent conditions but there should have been time and space to turn around. I have flown in that area and with the weather and turbulence there was, my primary question is, why did they try to go at all. It was quite clear that a VFR flight through the alps was impossible that day, and if they had not even watched the weather, listening to the news should have done it... in the morning of that day, a Swiss Military PC7 crashed in similar circumstances a few miles west of there. Now if a turboprop trainer with the best pilots of the country in terms of navigation abilities in the alps can't do it, then certainly not a private pilot with a 200 hp Mooney Frankly, the Swiss alps are one of the most dangerous areas to fly in Europe and need respect and great care. This year alone this is the 4th accident with people killed in about 3 months time. It is more than obvious that a lot of pilots are NOT qualified to fly there and the question remains if for the future, more strict regulation is needed to protect these people from themselves. I hate myself saying that but the figures show that mountain flying is something that most PPL's in Europe are not qualified for. It may well have to do with the fact that most PPL's fly way to few, some less than 10 hours per year due to high cost and time constraints. In any case, the current series of accidents are almost asking for something to be done.
  7. Mooney M20K down in Switzerland

    Paul, the registration is known by now, it was D-EPPW. Hope it's not one of your customers. PIC is said to have been 64 years of age, pax 79. As for the conditions, there is a webcam image which shows the impact zone at the time. It would suggest that the place was VFR indeed, however the planes last altitude recorded was higher. This place is at roughly 6000 ft while the last altitude was 7500 ft. There are several questions open to this. A) why did they depart Donaueschingen when they knew their destination was closing at their departure time? Further, the Swiss general Aviation forecast for the area was declaring the Alps closed with most of the passes and VFR routes across being below minima. I looked at the situation today at work and there was no way they could have crossed the Alps further on. Earlier the same day, a Swiss Airforce PC7 was lost in the morning in central Switzerland in an apparent CFIT. The Alps are a very dangerous zone to fly in if there is cloud and there are too many who underestimate them.
  8. Mooney M20K down in Switzerland

    Crashed yesterday on a flight from Donaueschingen towards Albenga near the resort of Braunwald, canton Glarus in Switzerland. News report in German with pictures 2 on board, on pilot (64) and one pax, both perished. What went on is unclear. They departed in the evening from Donaueschingen direction Albenga and crashed half an hour after departure after apparently sending a distress message. The weather in the Alps was bad with cloud and turbulence, however a picture of the crash site taken by a webcam at the time shows the area in VMC with a cloud cover above it. General Aviation Forecast showed all alpine crossings to be closed for VFR due to low cloud over the passes. The destination was closed already at the time of the crash, so one wonders why they still tried to go there.
  9. Ceiling level of a 77' 201

    I've had my M20C / Powerflow up at 17500 ft... albeit at a day which had 20° C over ISA, so DA was close to 22'000 ft.
  10. First repairs needed

    No, I am bloody glad it's not something expensive which is broken! Being a stupid owner comes cheap in this instance.
  11. M20 C Engine Start problems

    Yea! Never had such problems with the C150 I used to own....
  12. M20 C Engine Start problems

    Hello James, with that I merely meant that the engine has not run that day. The massive problems usually only are present at the first start up, consequent start ups during the day work better, but still not good. As an example: Last week one of my pilots did our standard procedure, pumping 7 times, waiting 30 seconds and then engage the starter. The engine turns fine, then fired once or twice, when he disengaged the starter it stopped. He then had to try 4 more times until it did start and he had to pump the throttle vigorously in order to get it to fire. He then flew to a nearby field, where the engine started on the first try, but still with a lot of pumping of the throttle. Thanks for this procedure. Will try it asap. As far as I remember, I have never ever seen a drop in pressure when pumping the throttle. So you are saying the fuel pressure should drop or not? I am confused now: If the fuel pressure drops with pumping, is the accelerator pump broken? Or the other way around? Well, ok, if I can get the thing to start next week, I'll look at that too. i am not counting my chickens anymore before the engine runs. So far, I've had to go home 3 times as it simply refused to start. From what I read here, it definitly looks like there is something wrong with the accelerator pump, the engine appears not to get enough fuel. I'll have that and the shower of sparks checked next week. I would think, from what you guys posted, this is a high probability that it's one of the two.
  13. M20 C Engine Start problems

    1-2 strokes won't do anything and never did. We always needed 6-7 cold and 3-4 warm. So I'd say there is a pre-existing problem somewhere. Will do, thanks.
  14. M20 C Engine Start problems

    Yes I do. I think so. It could well be that we have an intermittent fault as not everybody has had it. I'll definitly investigate in this direction. I believe Skytec. Need to check. A new starter was installed at overhaul 300 hrs ago. Just read the troubleshooting guide, none of the problems. The starter turns the prop just fine. Both at engine overhaul in 2011, 300 hrs ago. I don't know if it's possible that the magneto timing needs service, but I'll ask that question. I will check if the plugs got replaced at last annual or cleaned. Normally they do that. The last time they found the spark plugs contaminated or faulty, I was told. This annual went through without any issues at all, just very basic annual (the first of it's kind in 8 years of ownership where there was no issues found). The very irritating thing is that it apparently does not happen to all of us, just to me and one more pilot. This starts to massively impact my confidence in the airplane and in myself. Why can two other people start this plane on first try every time and the other guy and me have problems every time? What the hell are we doing wrong if we do everything exactly as they do? One of them even filmed his start up and he does everything the same way we've done it for years and the darn thing starts right up.
  15. M20 C Engine Start problems

    popping here and there is what a good description is of what it's doing. Thanks smwash02. I'll be glad to hear more opinions and will take what I can learn here to my maintenance.