jetdriven

I gave an IPC to a gentleman one night in a turbonormalized AC-500 Shrike. Things went well, and on short final to KSGR on the ILS, we heard several loud thumps and the airplane shook a little. Birds. We got the hell out of there and went back to West Houston and landed uneventfully. Next morning we surveyed the damage. We must have hit a whole flock of birds at around 140 knots because we cracked the left windshield, the left cowl lip, a landing light, OAT probe, and the right prop took one enough to take the deice pad off it, which hit the fuselage hard enough to put a hole in it. from: www.int-birdstrike.org/Athens_Papers/IBSC27%20WPI-3.pdf For instance, during the FAA sponsored high- speed climb test at Houston, Texas in 1998, a Delta Air Lines B727 collided with a flock of snow geese (5-7 pounds) at 280 KIAS. The #1engine was destroyed by bird ingestion, the #2 engine was damaged by ingestion of radome parts (radome and radar unit were knocked off the aircraft by collision with birds) and the #3 engine, while suffering no direct ingestion damage, was put at risk as two birds penetrated the pylon which holds the engine onto the airframe and contains both fuel lines and control cables. Obviously this was a serious event, but it was not recorded as a multiple bird ingestion event as the #2 engine was not damaged by birds, rather by airplane parts knocked off the airplane by birds. The #3 engine had no ingestion, so the pylon penetration was considered by the engine certification group as a structures matter. As the aircraft did not crash there was no reason to amend the standards. this too: http://www.birdstrike.org/commlink/signif.htm

Jets use 1-2" heated multilayer windshields with an inner and outer glass layer, many have a polycarbonate or plexiglas middle layer as well. You can even dispatch some of the for one leg if one layer is shattered. They are also something like 50-100K a side, so don't look for an STC anytime soon for a Mooney. A bird strike in a Mooney can end really badly. I had a friend took one in an Arrow going 150 knots and it blew out both panes of the windshield, then continued through the aft cabin wall.

There is infant mortality to deal with too, regarding aircraft parts. Your fresh engine or alternator is more likely to fail than one with 2000 hours on it, and I think the same with accessories. Plus the small chance of disturbign something else which could then fail. Now, for something like a vacuum pump in a single with no standby vac or electric AI backup, I would probably change it every 500 hours. I am remedying that case with ours next week. But dual vacuum pumps and a standby electric AI? run those pumps till failure. They are not critical anymore. I'm with you, John, all the glass, autopilots, GPS, and TCAS wont make you a better pilot. Mindset, training, and proficiency will. Your passengers deserve that.

Right. Dangerous for you to drain out the gas, but that's how the shop is going to do it, but the fuel is going into their tug, not your plane. Enjoy subsidizing the shop. I thought thats what the 75$ an hour was for.

That one has been covered. Its also in Craigslist in Dallas, Phoenix, and elsewhere. Its a scam.

95K for a 1978 J is REALLY pushing it. The first one is about the same price as this one Jimmy emailed to me, but it has a 430W Garmin. http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20J-201/1977-MOONEY-M20J-201/1213083.htm

Aerobat95 just did a 201 windshield mod on an F in San Antonio with Ron Fisher. One of them might know something.

Surface corrosion on the outside of the pitch servo is probably a minor dea if you could clean it up and paint it. The inside of it is what matters. Did you open it up? Was it functioning?

New pitch servo or overhauled? That stack looks nice.

+3 to that! Shoulder harnesses are important.

Every time you shut down the vacuum in the gyro cases can pull carbon dust into the gyros. Especially if the pump fails in flight. The CV1J4 filter installed between the pump and the gyros prevents this. We bought one and its waiting to go in. Like John I read about a lot of failures of the "B" and "C" revisions of the Aeon. However, the latest version there is not much talk. I would gues they got it reliable. As important as gyros are, we are shifting to an Aeon pump when ours fails, and we will run it to failure this time because we are putting a Castelberry 12V attitude gyro in the panel. A vacuum failure wont be an emergency any more. That and standby vacuum.

Rumor is the thicker glass is quieter. Mooneys are prety loud airplanes as the tubular structure transfers a lot of the vibration to the non-structural skin.

So what about draining the fuel, outside, and into a grounded metal can. ground the can to the airplane. We fuel airplanes this way.

You won't harm the plane, but you will incur cracks on the gear doors from excessive buffeting and you can cause more landing gear door and gearset wear because of the higher gear loads. Missed approach off an ILS, pitch up 7-9 degrees, get down to 100 KIAS or less. Climb, and get out of there. Then retract gear. I see a lot of students shove the power into their HP airplanes and the somatographic illusion causes them to fly level and accelerate. you must climb. Mwchanically, hard numbers, there is is in sight, climb. Gear retraction speed taken care of with that airspeed load.

The engine breathes filtered air. It is a 20k$ unit out there. Since you fly from a grass strip, the inside of your cowling is covered in dust, and your engine is eating it up. Lycoming says 1 TBSP of dirt can cause need for an overhaul. the engine is more efficient. A carbuteted engine using carb heat is running a less dense atmosphere. Run less MP, less FF, and a lower intake temp for the same crankshaft horsepower without carb heat. Powewr on descents are more efficient, IE less fuel burn per trip. Using a higher power setting in descent eliminates need for carb heat. If you get ice, you can detect it by a slow reduction in MP. The engine runs richer with carb heat on. This adds more lead and carbon fouling into the cyinder heads. Nobody believes this is good for an engine. Air cooled engines are designed to run a minimim of 250-300 CHT due to their tapered cylinder barrels. let downs at low power ruin cylinders.

KP I read that too, but the repair is done to the wheel not the hubcap. But NVM the details, this is splitting hairs. Legal, Safe. Cheap, Expensive, pick any two, one from each group. I know my favorites.

Our J has no carb hear or ram air. That was a poorly worded sentence on my part but I meant when I fly in aircraft that have carb heat. Other than a Comanche 250 or 182, which can make ice faster than a Hoshizaki, I usually descend with a minimum of 50%-65% power, and every few minutes, check the power with a gentle bump of throttle or a 5 second pull of carb heat. Now, when i reduce power in the pattern for landing, better believe it is on. I just doubt the need for carb heat 30 miles out. The J is WOT from takeoff roll until the 45 on downwind. Gosh, did I just admit to doing a 45 pattern entry??

I am not a certified A&P mechanic, but rumor has it that a heli-coil is an approved repair per AC43-13 for simple things like that, same as it is for a spark plug which is a critical item. Also, if you leave the hangar door ajar, sometimes the heli-coil fairy appears at midnight and waves her wand. She cannot write therefore no log entry. She also fixes leaky compass diaphragms from time to time and adjusts KI-266 DME indicators.

If your mechanic says replace the wheel over a stripped 8-32 thread in the boss of the wheel, replace the mechanic. Its an 8-32 x 1/4" phillips cad plated machine screw. http://www.aircraftspruce.com/catalog/hapages/ms35206.php

I'd love to see pics of this new steed. Having recently bought a Mooney ourselves, I know the feeling. A thrill having a plane that no-one can tell you when it needs to be back. For me it was the first plane that didnt belong to someone else, and for the first time ever, had no particular place to go or time to be there. Enjoy it!

Check with Mooney engineering and see. I bet you can get authorization to drill and tap two holes in that tube. There are holes in those tubes everywhere.

http://www.mooneyspace.com/index.cfm?page=1&mainaction=posts&forumid=2&threadid=2009

Quote: Lood @ Jetdriven: I'm not sure. His explanation did make a lot of sense though. He explained how the swept up rear part of the wing tip would influence the flow of air to spiral inwards and deflect directly onto the outer part of the aileron. This would give it some extra authority during slow flight which, of couse is normally coupled with a higher AoA. With the normal square wing tip, the airflow would follow the easy way and deflect outwards, missing the aileron in the proccess. Does this make sense?

I like philips as you dont scratch the cowl if the screwdriver slips out.

I wouild guess aircraft spruce. You are going to need the screws about 3/8" to 1/2". At 5 cents each maybe just order 3 lengths .