joegoersch

This is an El Al flight returning from China. Anyone know if there is a STC to put a mask on a Mooney ? Will the same straps work on a long and short body ?

I was thinking that basic "power, performance" in the pattern would solve the problem, e.g. 2000 RPM, 17 inches MP--expect 90kts. When you see 120 knots you know something is wrong. but as others have pointed out, distraction or a change in routine is often what gets you. This would not have helped me when I flew into Logan in my M20J it was asked to keep up 165 knots on final ! I think it would be very easy to make an app, or an addition to any of the flying apps, which remind you to put your gear down when you go to within 400 ft (GPS altitude, it shouldn't matter if it's off by a hundred feet or so) above pattern altitude within 4 miles of your destination. However, this would not be hooked into the gear system. So potentially it would sound every time and be ignored. Alternatively, there could be a "gear down" button on the app that you would push when you put your landing gear down and pushing that button could be part of your standard check. Pushing that button would then turn off the warning for that flight. This is not an optimal solution, but it is a $5 help (maybe). Thoughts ?

I have a JPI, but it just measures FF and keeps track of total (yes-based on fuel burn). Plus the wing fuel gauges. So four total fuel gauges (2 cockpit, 2 wing and JPI giving total). This is a lot more than most planes... Great idea to clean connections. Will try.

Is this a big deal (i.e. expensive) ? I have wing fuel gauges which work fine and a fuel JPM that very accurately tells me my total fuel...so I don't know if it's worth it. It's really more of an annoyance than anything else... Thanks

I have an 1989 J. While in level flight with about 10 gallons in the right tank, I noticed the Right fuel gauge needle indicating 10 gallons, but then it would swing rapidly to beyond "full". The needle would then rapidly return to 10 and then a few minutes later swing wildly back to above full. This would happen even when level and not in turbulence, so I don't think the fuel was sloshing around. Any thoughts ?

Maybe someday they'll have LED replacements for wingtip recognition lights... Sent from my Pixel 2 using Tapatalk

Do you need a valid medical to be hired as a smuggler ? Sent from my Pixel 2 using Tapatalk

Not a bad job for an 81 year old... Sent from my Pixel 2 using Tapatalk

Wow! I'm sorry to hear you're these issues. Just curious was it an MSC pre-buy ? Did you buy from an owner or a broker ? Did you get a "great" deal? By this I mean a good enough deal to pay for all these fixes which you shouldn't have to deal with... Sent from my Pixel 2 using Tapatalk

With proper planning you should not need the speed brakes. (Of course, ATC can screw ya. I'm assuming you determine your own descent). MAPA publishes numbers specific for each of the planes. For the J, 2300 rpm and 21 inches is what they say will give you a 500-ft per minute descent at 160kts. JPI engine analyzer does not show excessive cooling with these settings. Sent from my Pixel 2 using Tapatalk

The POH (big surprise!) is not so clear on this! It really makes it seem in both the text and diagram that the heated air and vent air are mixed before delivered to the cabin Sent from my Pixel 2 using Tapatalk

Man, that looks great ! Any idea how it compares to the other Sunspot 46, the 01-2230-4580 that is marketed as a landing light rather than mixed, taxi/landing optics. The newer one (link below) has a lot more lumens/voltage, but that's never the whole story... https://aeroleds.com/products/sunspot-46-4580/

Anyone know anything about these ? Look like much brighter than a lot of stuff out there... https://www.rigidindustries.com/led-lighting/63322

Great point ! I've always thought of the POH as the bible, but modern interpretation may be just as important ! You are 100% right, older POHs are often "lacking" at best.

I'm reviewing Mooney emergencies procedures. During "Power Loss During Takeoff Roll" the fuel management involves "Fuel Selector--OFF". For engine fire-ground--"Mixture--IDLE CUTOFF. Fuel Selector--OFF" for Landing Emergency Power On--"Fuel Seletor--OFF. Mixture-IDLE CUTOFF". I understand (I think I understand, if not, help me out) that the mixture control is downstream from the fuel selector. Thus if you shut off the Fuel Selector first, there will be a little fuel in the line between the fuel selector and the mixture control in the fuel injector box which would get burned off until mixture put to idle shutoff. Any idea how much fuel would be in line between the fuel selector and mixture control ? Does the order in which you turn these off matter at all ? thanks

Very sad. Anyone know what the weather was at the time of the accident ?

Interesting I didn't know what countersink angle was. I looked it up. Thanks ! I read... The greater the angle, the greater the bearing surface and the less likely the screw is to pull through the sheet metal. So it makes sense for thin aluminum, a high angle. Thanks again !

thanks, that's it. Too bad not allowed to buy it at Home Depot !!!

I was cleaning plane today and noticed a bolt mission from one of the inspection panels mid-wing on the right. I have the parts catalog, but couldn't find it. It looks like about a half inch stainless machine bolt. Any ideas best place to get one ? Maybe I'll buy a few to have a spare ? Anything special about these bolts ? Thanks !

I'm wondering what could be wrong. I have an '89 J. When I test my stall warning horn on the ground it seems to work (although once I had to jiggle it to get it to work, but now works consistently on the ground when I gently lift it with my pinkie. The stall warning used to buzz whenever I landed, but hasn't done so for several months. I figured I wasn't slow enough on my touchdowns. So yesterday I did some slow flight. With gear down an flaps up I got down to 51kt (~2300 lbs) and was stalling, but no stall warning horn. I believe the stall warning is supposed to sound between 5 and 10 kts above stall speed. It could be my ears (noise cancelling headset), but I don't think so. Would a defective sonalert act this way, i.e. working on ground during preflight (battery power) but not in flight (with alternator--slightly higher voltage) ? Is it possible that stall warning needs to be adjusted ? Cleaned ? How to differentiate between causes ? Any thoughts ? Where would you start to keep mechanic costs down ?

kortopates has it right. From the Instrument Procedures Handbook Chapter 4 https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/instrument_procedures_handbook/media/Chapter_4.pdf Approach Chart Naming Conventions Individual FAA charts are identified on both the top and bottom of the page by their procedure name (based on the NAVAIDs required for the final approach), runway served, and airport location. The identifier for the airport is also listed immediately after the airport name. [Figure 4-4] However, it seems like the RUT chart is messed up and missing notes in note section saying DME required because it also says When radar or other equipment is required on portions of the procedure outside the final approach segment, including the missed approach, a note is charted in the notes box of the pilot briefing portion of the approach chart (for example, RADAR REQUIRED or DISTANCE MEASURING EQUIPMENT (DME) REQUIRED).

Yes. But not flyable in an aircraft with VORs/ILS's and no DME nor GPS...

I'm not so sure about that...do you know where it says this in the AIM ? How can you tell if the DME is just for the LOC approach or for both LOC and ILS? If that's the case, then why would the KECP ILS or LOC/DME RWY 16 mention DME required TWICE-in the notes and in the plan view ! There'd be no need if mentioning DME in the title covered it.

If you want even more confusion look at ILS or LOC/DME Z RWY 19 at KRUT. There is NO note anywhere that DME is required. Nothing except name of the approach. http://aeronav.faa.gov/d-tpp/1702/00968ildz19.pdf#search=KRUT HOWEVER-impossible to fly the published missed (ILS or LOC) without DME. I don't know how you'd know this from the title, and a super confusing plate. It'd suck to go down to ILS minimums, go missed and realize you can't fly the published missed !!!

I understand the increased take-off distances and (ground) speeds for tailwind take-offs and the need to be aware of them. Not being aware of the penalties of a tailwind can be fatal. But the exact same thing can be said for, say, density altitude. Many people have learned that lesson the hard way. That does NOT mean 'NEVER take off when it is hot outside". It means know your POH, performance numbers, leave a good cushion for skill level, aged plane etc. It seems like some people here are saying "Never take off with a tailwind" and I'm not sure that's one of the lessons to be learned. E.g. when it's IFR at LDJ, Newark won't let you take off to the East. You pretty much have to depart Runway 27. Often, it's an east wind with IFR conditions in the east. I don't think that doesn't mean you can't take off Rwy 27 if you have a 5 kt tailwind. LDJ has a 4100 ft runway, and takeoff minimums published in the Chart Supplement (formerly AF/D). If you can easily clear a 86 ft stack 825 feet from DER than I think it's a reasonable option. Is there anyone who stands by "Never" take off with a tailwind ? The POH gives performance numbers for (up to a) 10 kt tailwind.