jetdriven

I would guess the "cash today" price is going to be lower than the proceeds from selling it after paying a few months of payments, etc. Whoever buys it has to assume some risk, and take the line of credit out to finance the plane as well.

We are going to XC 20w50 next change for the winter season, and W100 (not W100+) year round. Dig around there is a lot of data on this, and it is the best thing for our Lycoming camshafts.

The CFI is usually the FAR part 1 PIC because he is the final authority to the safety of the flight. They will always get him if something goes wrong. (he doesnt have to be in the airplane for a student pilot, either). However, if the case of a rated pilot recieving instruction in his owned aircraft, that blurs somewhat. just as Dan says, the student can "serve" as PIC (sole maipulator of controls) but CFI is the FAR part 1 PIC because he is giving instruction, and is required for the instrument rating. If taking a BFR, then the CFI is not required, so better to agree who is FAR part 1 PIC before the flight, not after you come to a stop in a field. A unique case is where a PPL applicant is taking a flight test. The examiner briefs the applicant he is the PIC of the flight, even though he is not rated in the aircraft yet. Of course all "he" terms are meant to imply both sexes. If not sure, get the CFI named on the policy, as Becca pointed out. We found out our chosen CFI had 50 hours in the M20F, but the insurance company refused to count that as "time in type". Of course the night before taking posession of the aircraft. We wouldnt have been insured with him unles named on the policy.

Mooney Service Instruction M20-82 shows how to add a door release inside the baggage door, which does open it if locked form the outside. It only applies to J and K models though. We do not have this mod. The invoice for our plane to repair the baggage door shows the frame was straightened and door reskinned. 1,000$ repair. Squirrel, we do the same thing, its either opened, or closed and locked, nothing in between.

Which program is that running?

We have those PFDs (Mustang survival) also, but consider the manual pull to inflate version. if that water activated PFD inflates in the cabin, its going to be hard to get out.

The M20J POH says to lock the door beofore flying, so we do. It appears to be the same baggage door. It happened to our plane with the previous owners.

Rob, if you really think you can spot all wires from 5000' that is really something. I'd like to see that one in person, then drive out to the place picked and look it over real good. I just cannot believe it. i look for them every time I practice a forced landing with a student and typically you cant see them all until below 1000 AGl, or less. Powerline wires are too small to be seen reliably from far away. Sure, you can land on a 25 foot runway, but that runway isnt lined on both sides with power lines, poles, trees, overhanging trees, mailboxes, fences, culverts, embankments. etc. And there is no way to know if the road is so flat you can see a car approaching until you are already commited to land on it. And as far as trusting the Honda driver to recognize an approaching airplane on a 2 lane road, consider this. Most drivers panic and lock up the brakes. So they maybe stop but you still hit them. Or they must completely leave the roadway and the shoulder as well. This commits them to the obstacles, culverts, trees, etc. they cannot pass you and remain on the smooth clearway. So perhaps they have the accident, not you. A smooth obstruction free wheat field has nothing to cause you to lose control. So the thing slides to a stop. here are some roadway accidents. Notice in almost all lthese, the pilot hits something and loses control. The plane is torn to pieces. http://www.kfvs12.com/story/15224944/airplane-crash-lands-on-road-in-mccracken-county -hit mailbox and lost control. http://abclocal.go.com/ktrk/story?section=news/local&id=8343067 -hit wires. http://napavalleyregister.com/news/local/plane-crash-lands-on-highway-hits-car/article_7432e48e-d1b4-11e0-bc47-001cc4c03286.html -hit a car and then lost control. http://www.smh.com.au/nsw/plane-crash-lands-in-sydney-park-20110209-1ameo.html -hit wires and lost control. Note the damage. http://www.pjstar.com/news/x1340500739/Airplane-crash -hit a pole and lost control. note damage. -hit something and lost control. http://www.themercury.com.au/article/2010/04/04/137971_todays-news.html -hit tree then lost control. http://www.velozia.com/plane-crash-lands-on-australian-road http://www.nj.com/news/index.ssf/2011/04/two_people_are_injured_after_s.html -hit poles and crashed. http://www.bbc.co.uk/news/uk-england-coventry-warwickshire-11973864 http://jacksonville.com/news/crime/2010-08-31/story/no-one-hurt-airplanes-crash-landing-i-10-jacksonville -swerved to miss vehicles most control http://1800theeagle.com/accidents-in-the-news/2011/08/plane-crash-leads-to-accident-on-road-way-800585572/ -hit car lost control, hitting other obstacles. http://alldaycoffee.wordpress.com/2010/10/08/plane-crash-lands-on-1-264-watterson-in-louisville-ky/ http://mountainenterprise.com/atf.php?sid=6704&current_edition=2010-03-26 here is what the EAA says, and it boils down to the idea that you can control your plane when landig in an area with no obsturctions, and there are too many on roadways. http://www.eaa.org/lightplaneworld/articles/1004_landings.asp Roads may make a good landing site when there is no better alternative. Here is an article about that as well. http://www.slate.com/articles/life/transport/2010/03/when_planes_land_on_highways.html here is another writer, who discourages the use of roads unless there are no better alternatives http://www.pilotworkshop.com/tip.htm Again, when there are no better alternatives. In mountainous areas, swamps, forests, or congested areas, a road is likely the best choice. Quote: rob

I think if you go with the MT propeller you lose FIKI certification. I read on another thread here that the MT propeller baldes were cracking the paint form flexing and IA's would not sign the annual as airtworthy because MT would not release data on the propeller. Could be a solved issue by now, though.

John, does your logbook actually say "major overhaul" or "rebuilt" in it? Reason I ask, I had a friend with a Cardinal RG, and he had to do a TDI for a prop strike and a cracked case. He paid many $ extra to have it "overhauled". He specifically told them to.. 19K later, when he gets his plane back, there is a lot of meniton about replacing parts, case reworked, etc, etc and reassembled. TSMOH remained at 500 hours. Their reply? They didnt change the rod bearings. Hopefully this didnt hapen to you. Quote: johnggreen Foxmike, It would be interesting to know, from the shops doing the various components, if there was any detectable wear. So to say, if we kept going like this, what would probably fail first. It almost seeems that, but for this crankshaft AD, most Bravo engines soldier on quite contentedly. My crank was replaced at 500 hrs. Lycoming accually did the work and wrote it off as I major. I suspect they replaced rings, reworked valves and wrote it up. Good luck. The good news is that Bravo's seem to be holding their value well and the major will make the airplane a lot more sellable. JG

That's pretty sad to waste 15-20K of engine time for an AD. Shows you that "Lycoming Factory Overhauled" engines arent necessarily better than one shops can do. People still believe that though. Quote: FoxMike I am one those lucky Bravo owners who gets to replace/retire the crankshaft (AD). Since the entire engine had to come apart I decided to major the engine. The engine has 1150TT. The crankcase, all the steel (gears, rods etc) are in Tulsa right now. I hope in the next couple of weeks to get those back. The exhaust system is just finished and the turbo, wastegate and controllers are in Visala. Monday I will order new hoses (the original ones look OK). I am throwing away lots parts that had would gone another thousand hours. The engine was built by Lycoming in 1999 and fortunately has not accumulated many SB's. This a lot of cost and effort on an engine which is getting ready to celebrate its 12 birthday and doing fine . If it were not for the crankshaft I would have probably retired from flying before I needed to do this. Now I will be a test pilot for a lot of new parts for 100 the next hours or so. If you have a concern about this AD applying to your engine check Lycoming SB 569A. Lycoming recently added more cranks to the list.

Mine is 974 lb. Take it 700 miles. But its a crappy old J rebuilt from a wreck. And if you listen to people on here, its worthless.

Try identifying the dead engine in a centerline twin. I have flown a 337. It is worse that a Baron on one engine, and try doing a V1 cut on that plane. You wil crash every time because you must clean up, but when those big gear doors open, the plane cannot climb. The accident rate for that one is worse than a regular piston twin and even worse than the 210.

So, a 3 blade prop "looks sexy" and perhaps adds climb performance (4 cylinder Mooney). It is also slower, costs more, and has the same diameter. The MT has issues with paint cracking and IA's rejecting blades for annual every year because MT wont release data. It seems to me you should keep your 2-blade prop or get a Hartzell top prop, and spend that extra 2K on pantyhose, little black dresses, and high heels. Those "look sexy" too. Use the difference to buy a couple years avgas. Oops did I just say that?

What happens whan you run out of energy and must commit but the traffic wont give you room? Also, night fly to light, what powers those lights. Wires. Quote: N4352H As roads go, interstates only. Straddle the median first, then pick a lane. All other times, agricultural paralleling rows. Night, fly to light.....just like a moth to a front porch light.

Rob, are you so sure you would see the power lines before hitting them? They slingshot you into the ground if you hit them right, and that is a certain fatality. Also, highway lanes are 12 feet. Add 4 ft of shoulder both sides gives you 32 feet total pavement. But your wingspan is 36. What happens when a honda comes over the hill with 3 kids in it. What happens to you? What happens to them closing at 140 MPH? Quote: rob if a road has power lines on it/near it, you'll see them before you hit them. If possible, I'd pick a road that's got ample room between houses (there's almost always power lines near houses) and near a field that I could sidestep to if I wasn't able to fit in due to power lines/etc. It doesn't have to be an interstate or even a 4 lane for me. I disagree with the fly to the light at night, ideally, I'd want to be near somewhere that's close enough to people, but not lit. I'd choose an unlit portion to make the approach to. At least I would do so here in the Memphis area. Terrain knowledge is a factor. Those interstates will be unlit at night, too, and make great runways . City streets/residential areas/etc which would be lit are poor forced landing areas in my opinion.

Speedbrakes add drag same as a slip does. For one thing, sure, final approach speed is, say, 80 KIAS. If you do a slip, do it above this speed. Maybe a lot above that speed. Think about that, you are slipping to cause drag to lose altitude. Flying a faster speed adds drag proportional to the sqaure root of the speed. You cannot slip at Vref, it cust the margin too close. Always add 10-20 knots. Quote: jlunseth Well, I am a K pilot. I read Bob Kromer's articles, but this is the one that put me off doing slips. http://www.mooneyevents.com/spins2.html Granted, he was stalling, not slipping, at the time. But the key to it for me was that he was in a cross controlled condition at low speed, and what is a slip? A cross controlled condition at final approach speed. I think there has been enough test piloting on this issue for me. K and up, slips are not smart. Besides, I never have to do a slip to land. I just throttle back and the aircraft will fall, if I need a little extra I deploy the speedbrakes, but the number of times I have deployed the brakes because I needed to in order to get down and land, I could count on one hand.

The same can be said for IFR flying, perhaps its even more dangerous than night flying. Quote: aviatoreb Hi George, I agree with the concept of avoiding night flying and this is my working principle too. The reason being the difficulty of picking an off field site if the need ever arises - in other words no back-up plan means no-go. On that basis, I wonder on the detail of why you choose 10 min prior to sunset as your cut-off. I use anywhere from 10 min prior to civil twighlight all the way to civil twilight - 30 -40 min different from you - since I feel like I can still see fields well enough ten min prior to civil twilight but after sunset. Has anyone ever thought of flying at night with hunters night vision goggles. I have sometimes wondered if that would make picking fields a possibility and therefore erase the extra danger of night flying.

I hear pilots say they would pick a road for their first choice in event of an engine failure in cruise. I have also seen this choice made during flight training / BFR's etc. What would you do? What if it was at night, does that change things? Please put the reasoning behind such a decision as well. There are many different ideas, we can collect them here.

The 172 POH only states "avoid slips with flaps fully extended". I believe it is also placarded. I used to teach them because it is not prohibited, and it a useful tool to lose altitude on final. It does have a noticeable pitch oscillation as the elevator is flying in turbulent air. Still, it is something a 172 pilot should be able to do and understand the mechanics of. It really is no big deal. I am unaware of any lmitaiton for slips in a medium body Mooney, except the I read somewhere not to slip the airplane with less than 7 gallons on the tank used. Slips dont seem to add much drag either. Quote: carusoam I cannot find any comments in the POH regarding them not being recommended. Clearly "spins are not permitted". The Cessna 172 POH, for example, states full slips and full flaps, are not allowed. Full slips in long bodied mooneys are not mentioned in the POH, cross wind landings are to be crab and a "slight wing low sideslip" to touchdown. I know this is a sensitive issue, can you point me in the direction of the slip being not permitted. I am unable to put my finger on it in either the M20C POH or the M20R POH. Medium body Mooneys are not on my list of familiarity... Best regards, -a-

George, that is a well thought out post. I choose to fly at night, althought night IFR isnt really my thing, I will do that too if the weather is not LIFR. It is an elevated risk from daytime flying, but a rather small one that is offset somewhat by careful attention the the condition of the aircraft and proper proficiency.

An 8130 or yell0w tag is not a required item to install used equipment. It is an easy way to establish airworthiness but the final determination is the installing mechanic.

In the 402 (Beech 1900D as well) yes it was 60 degrees of bank to G the airplane up and lose some speed. Gear and flaps, look up and left out the corner of the windshield at the runway, and roll out on a 1/4 mile final. My minimum airspeed was 100 KIAS but remember a descending turn at 60 degrees is not 2 Gs, so plenty of margin there. Steep turns I thing are a normal maneuver (not common in the pattern). So is a forward slip, it causes drag to lose altitude. I can't think of a reason for a cross controlled turn. Airspeed is life.

For the record I used to do a 270 and a 360 overhead break at 170 KIAS in a Cessna 402. Power off too. Left turns of course.

Braley talks from experience. And yes, I dont run it till it quits, I run it until fuel pressure fluctuates. Perhaps your friends in the Six switched to the other tank which was also empty? I have flown plenty of PA-32 and those have 4 tanks. Run 3 dry you got all your gas in one tank, instead of 3 gallons in each, you got 12 in one tank. Excellent comment about turbos. I wouldnt starve a turbo engine above 12k feet either. The biggest risk in running a tank dry is overspeeding the prop when it surges to life about 3 seconds after you switch tanks. Pulling the throttle and prop back prevents this. Quote: jlunseth George Braley talked about running a tank dry at the GAMI seminar, as no big deal and the best way to insure you get max range. But he flies an NA aircraft. As he described it, you will see a wobble in the fuel pressure (as someone else noted), and that is the time to switch. Friends flew to Canada for a fishing trip some years ago. Two aircraft, and they flew in formation. One aircraft (NA) failed to switch tanks. Pilot in the other aircraft said they reported trying to restart and nothing worked. That plane is still in the bush somewhere in Can. to the best of my knowledge, if someone wants it, as I recall it is a nice Piper six place of some kind. I have an accurate fuel flow meter. I have run tests on it myself, and when the engine has consumed 50 gal. it will report 50.1 . I keep a written table of the fuel used out of each tank. I will typically climb to cruise on a long trip, say FL200, and then switch. I make a note of fuel used, and fuel remaining in the climb tank, and then switch. I fly the rest of the trip, or most of it, on the new tank, and on a long trip I will fly that tank down to 0gal. indicated per the tank gauge. Invariably, the flow meter is telling me there are two or three gallons left in the tank, and that is fine with me. I then go back to the climb tank and if my fuel planning has been adequate, I have plenty of fuel in that tank to proceed to my destination and land. In the event of emergency of some kind involving that tank, I have those other two or three gallons before I am toast. In normal ops we get about 4:30 with a reserve left, and could probably squeeze 5:30 total out of the aircraft, but 4:30 gets you a long long way in a turbo, even if the winds are not friendly, so I have not seen the need to try squeeze every drop out. Even I need a bladder break at that point, let alone my passengers. I don't run the tanks dry because of the turbo. Besides what I said earlier, and Paul said, the other problem with restarting a turbo is that if you are in the Flight Levels when the engine stops and you need to descend below 12k to restart, you are now restarting a very cold engine. At a minimum you cannot power it up until you have warmed it up, and that will take some more altitude. If you are over high altitude terrain you have put yourself in very perilous circumstances. I do want to try it some day though, just so I know exactly how good the gauges are. But I think I will be over an airport and under 12k before I do. I don't think it would be good in normal ops to do in a turbo.