Dale

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About Dale

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    Full Member

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  • MSN
    dabruschi@msn.com

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  • Gender
    Male
  • Location
    Hollywood, Fl
  • Interests
    Golf, boating, racquetball, diving, watching the Gators play some football
  • Reg #
    N456GX
  • Model
    M20R

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  1. Problem found and resolved. Apparently, the jack screw on the landing gear was torn up. The mechanics said a bearing went bad and tore up the jack screw. They repaired the jack screw and the bearing and put in a new gear motor to be safe. It was a good time to catch the problem before it got any worse, otherwise, it may have hung up so bad that I couldn't hang crank it down. However, the mechanics thought that with the weight of the gear that it could still have been hand cranked down, but now I hope I never have to find out. Thanks for everyone's input into this matter. It was really appreciated. This is such a wonderful site with so many great Mooney pilots here willing to share their knowledge. Thank you all. I am back for some more transition training this week. I am slowly starting to feel more comfortable in the plane and I have been studying the G1000 system and taking some online courses to understand all the functions. Luckily, I have the FSX Steam flight simulator at home and was able to download a G1000 single engine aircraft with synthetic vision that reproduces almost all of the G1000's capabilities right down to placing in the flight plans and shooting the approaches. It really helps when I get behind the real thing. The version that comes with the Steam FSX has limited capabilities but if you purchase one of the 3rd party vendors planes with the G1000 it has almost all the capabilities of a real G1000. It makes the transition training a little easier. Thanks again everyone.
  2. It seems like my gear problem got a little worse. As I explained earlier, I had the gear stop halfway up during retraction. We attributed this to the fact that I was over the gear retraction speed of 106 knots. The gear circuit breaker popped and my instructor pushed the circuit breaker back in and recycled the gear first down, then back up and they retracted normally. We made sure we were well below 106 knots. We did another 4 or 5 take off and landings with no problems. We flew today and worked on some slow flight and when we went to retract the gear at around 87 knots the gear once again only partially retracted. We followed the same procedure as described above and after pushing in the circuit breaker a couple of times the gear retracted. That was it, we took the plane back to the airport to have the mechanics thoroughly check it out. Apparently, there was an sb on the gear motor in this year's Ovation. Has anyone ever had a similar situation occur on their Mooney Gear? I also looked in the POH for this situation and apparently, this particular gear retraction issue isn't covered. What is covered is a fault in the gear system related to the airspeed cutting off the gear motor beyond a certain speed. You push a bypass switch which overrides the airspeed fault limit and retracts the gear. My issue was different since it popped the circuit breaker. In any event, I hope this information helps anyone who may experience the same problem. I will let everyone know what the mechanic finds.
  3. Everyone, thank you so much for the information. The gear issue caught me by surprise on the go around. I know I was above the placard speed of 106 knots when I tried to retract the gear. It is a good thing Corby was with me. I looked in the poh and didn't remember seeing an emergency gear procedure for gear stuck in transition. I would have followed the only gear procedure I was familiar with and that was the manual gear handle procedure. I am going to go back and look at the emergency gear procedures in the POH and see if I just missed it. Corby simply pushed the breaker back in and recycled the gear making sure we were under 106 for the gear retraction. I asked The head of maintenance about the gear up stuck in transition issue and he told me it is set at 106 because the Ovation gear doors are different than what is on the k model (bigger and heavier) and the gear motor can't handle the extra stress on the gear doors at retraction if the speed is above 106. In the go around I am pretty sure I was above this speed. I am still going to ask them to check the gear retraction motor in case I screwed something up. I just feel really stupid! Thanks for everyone's replies, it really, really helps. I have been flying Mooneys since I was 18, first in an m20E, then in a M20K and now in an M20R. I sometimes don't know if the prior experience in the earlier models helps or hinders me because I fall back to thinking I'm in a K model when I should pay closer attention to the POH in the R model like Lance said. Everyone's input is really appreciated. Thank you.
  4. Landscaper, thanks for the info. I guess my questions stem from my time flying the k model and trying to make sure I understand the differences on the transition to the R model.
  5. Thanks for the reply. Corbin Halloran is my Mooney transition instructor. My Ovation3 has two placards at the gear knob. One says 140 knots maximum airspeed for the gear down and another placard that says 106 knots maximum gear up speed. Am I one of the only Ovation owners that has a placard for maximum gear up speed of 106 knots? Also, Is it common for pilots flying behind the 550 engine to commonly use right rudder on take off due to the added power or do most just push the right rudder pedal on take off.
  6. I recently traded my M20K 262 for a Mooney Ovation3 with a G1000 system and an s-tec 55x autopilot. I am doing the waas upgrade in a couple of weeks. I have some questions for other Ovation pilots out there. I am now doing the transition training with my instructor. We spent about 5 hours working on landings, crosswind landings and some G1000 work. A couple of things I am wondering about what other Ovation pilots are doing. My instructor recommends trimming the rudder to the right on take off. I have tried this and it does seem better for takeoffs, especially on crosswind take offs and landings with the wind coming from the right side of the plane. Do other Ovation pilots do this with their ovations as a regular routine? I never used any rudder trim on takeoffs or landings in my M20K, I just applied right rudder on take off. On my first landing with the Ovation, while I was on final, a plane got stuck on the runway and we needed to do a go around. I leveled off, increased the throttle and began to climb out. I then retracted the landing gear. The gear went halfway up and stopped. My instructor noticed the landing light at the top of the panel come on. After taking the plane out of the pattern we found the gear circuit breaker had popped. He pushed the breaker back in and moved the gear knob to the gear down position. The gear locked down. Apparently, when I leveled off and increased the throttle I had the airspeed above 106 knots and you cannot retract the gear in the Ovation 3 above 106 knots. I understand the gear motor cannot take the force of retracting the gear above 106 knots. I never experienced this in my K model and retracted the gear a couple of times above 106 knots. I then made sure I was below 106 knots and the gear retracted normally. We did another 7 or 8 landings and I had no trouble with retracting the gear but I also was sure the airspeed was well below 106 knots. Has anyone else ever had this happen to them where they had gear stop in transit due to the airspeed being to high when the retraction started. I was surprised because I never had this issue on my K model. Any help or insights to the above questions would be appreciated. Thanks.
  7. I would like to thank everyone for their responses about the Bahamas decal. I made my trip over to North Eleuthera this past week and it was a wonderful trip over and back. The Bahamian customs official never even asked if we had bags and never looked at any of our bags. All they wanted were the customs forms and the money for entering the country. The trip back was equally uneventful. I flew into KOPF and American customs X-rayed our bags, got their 1 form and we were out of their in less than 10 minutes. We flew back in the morning and arrived at American customs about 10:45 and there was no one other than us going thru customs. They literally ask for nothing, including my decal, which I kept in my flight bag. North Eleuthera was beautiful and our accommodations at Valentines Resort were really nice. We got a golf cart and rode around the small island, saw the pink sand beaches and snorkeled some gorgeous reefs. Food and drinks can be pretty expensive there but we brought some drinks from home and no one seemed to care. It was a great trip. We hope to visit Abaco later this summer. Thanks again for everyone's input, it was really appreciated.
  8. I am preparing for a trip to the Bahamas. I use to fly there regularly in the 80's and 90's but haven't flown there since then. I have gotten my entire checklist of items I need for the flight. I just received my Customs and Border Protection decal for my airplane and I was making a note of where to place the decal. The CBP website says that I am to affix the sticker on the "outside of the conveyance within 18 inches of the normal boarding area, where it is visible when the door is open." I know this is probably a stupid question, but are people placing the decal on the inside part of the window or are you actually placing the decal on the outside of your plane on the front or rear passenger window. If you are placing on the outside of the plane's window, will it actually stay in place for a year? Any help or insight would be appreciated. Thanks.
  9. Thanks for the help. It is really appreciated.
  10. I have a couple of questions for anyone that has Skyradar and use it with WingX. I just got the Skyradar DX Dual band receiver with the AHRS. I am using it for backup weather, traffic and attitude indicator. I already have an MX-20 with a GNS 480 and I get traffic and XM weather on those instruments. I used the Skyradar for the first time today and it appeared to work very well for traffic, weather and with the AHRS. I compared it to my current, attitude, traffic and weather on the MX-20 and 480 and it was pretty much the same except for a few minor differences and that was my question. I noticed that the traffic was a little different between what I saw on WingX, what I saw on the Radenna Skyradar software and what I saw on my MX-20.. Not a lot of difference but there was some. Does anyone know what causes that? Is there a distinction as to how the programs pick up the dual ADS traffic bands and then display them in WingX and the Radenna Skyradar software? As I was flying and using the Skyradar with the WingX it showed an aircraft at my position and altitude that did not show up on my mx-20. I made a turn to check for traffic and noticed that the WingX traffic icon turned with me. That's when I figured out that WingX was showing my plane as the traffic in addition to the WingX icon showing my position. Has anyone had this happen to them? Why would WingX show my plane as traffic on the ADS-B traffic system? I have a GTX-330 transponder with mode S installed. In addition to supplying TIS traffic to my mx-20, 480 and 430, I read in my manual that it transmits a coded response at 1090 MHz, the same frequency that is picked up by the Skyradar receiver. Is it possible I am receiving ABS-B traffic of my plane sent back from the ground stations because of the signal sent out by the GTX 330? On another note, does anyone know what happens when you turn on the "Filter ADS-B Traffic" in the settings section of WingX? Does it filter out the traffic or filter out traffic at certain distances. Thanks.
  11. I will be there for at least 3 days. I have a hotel room booked in Winter Haven. It is definitely spring break for pilots. I look forward to seeing some of you there.
  12. If definitely appeared to be oil not grease. I checked the back of the prop and there was no oil on the back of the prop. It is a Hartzell prop. I believe it was last serviced within the last year.
  13. Haven't removed the cowl yet. I am going to check for oil when I go up this weekend for a short flight and see if this is a one time occurrence or a continuing problem. If it continues, then I will begin the in depth search to try and determine where the oil is coming from. There have been some great suggestions here on Mooneyspace. I appreciate all the responses from everyone. They have been very helpful. I will post again once I determine the problem. Thanks again.
  14. Had the engine and prop overhauled in 2011. Didn't notice anything unusual on the gauges for the oil pressure or temperatures. Everything was in the green.