jetdriven

I am a lefty. Going to the CFi side of the cockpit made it easier to write but my crutch is this. When on the ground to copy a clearance, stop, and write with left hand on a notepad. In the air, frequencies, altitudes, and headings are done with the right hand. I am not a fan of devices mounted to the yoke. Think of what will happen in a 20 G runway excursion with that device and yoke mount right in front of your noggin.

Yeah I forgot. I cant get on the step when its turbulent, too much swirly local flow interferes with the laminar flow, and plus the tail drops and hangs down too much. I should get VG's to solve that. Plus its safer it drops my stall speed one knot. This causes drag too so I cant break through to the step. Of course, I run the engine too lean, so it can't make enough power with the burned valves and the prop RPM is 2500 in cruise, which is too high to get a good "bite" on the air. But hey, I also run rich of peak, book value plus 1.5 GPH on the 30 year old fuel flow meter, after all I want to be safe and make TBO. EGT's too high burn cylinders. Wait, its turning 12 years this month anyways, so I better pull it off and send it in to Lycoming. Its "mandatory" I do so. Everyone knows factory overhauls are better anyways. I want my insurance coverage not to cancel me. So I have to do it. I might get myself an IO-390 STC. Its only 70 grand and increases cruise speed 3 knots, while adding another GPH to the fuel flow. Sweet deal, that 3 blade spinner is shiny. And the IO-390 decal. Of course I screwed up and got 54 gallon bladders, stupid me, so I only have 3 hours range now. But I better call it two, to be safe. Dont want to run out of fuel. Only one stop between Houston and Kerrville for the homecoming. Leave at 8, arrive at noon. My wife and I part ways that morning, she is waiting on me in Kerrville at noon. We save on a rental that way. I love Mooneys. Flame suit on now.

How is he going to install this thing? Is there a panel dock for it? Also, if I just spent 2500 clams on someting I am having this many gripes about, I would send it back to Sarasota Avionics. They dont pay him to be a beta tester, and these days it shocks me how so much escapes the factory on production equipment. We pay good money not to have problems.

Ross, I have been doing it all wrong. No wonder I get 155 TAS on calm days and 148 on windy days. I just assumed the plane was faster on calm days. Doesnt mix the MMO in the fuel up so much, and doesnt disturb the flame front in the combustion chamber. :X

I think thats a certification issue. Supposedly a 172 with a flat tire and a flat strut wont hit the prop either. Bet there is not much room in that case. Quote: JimR Years ago, when the MAPA Log was still a black and white publication, there was an in flight close up photograph on the front cover of a Mooney that was landed gear down but without a nose wheel. Apparently someone had forgotten to install the cotter pin on the axle nut after maintenance and the nut worked it's way loose in flight and the entire nose wheel fell off. I remember the article saying that the prop did not strike upon touch down, but it had to have been close. So, with proper piloting technique, you should be ok by a comfortable margin with a nose gear blowout upon landing. Jim

The Cardinal RG gained 100 FPM of climb maybe a little more but lost a solid 4-5 knots true with the 3-blade Hartzell, from the 2 blade McCauley. And when he dropped the wrench in the blades after changing the oil, it was 8K for a new prop instead of 5. I am not totally sure but shortening the blades is allowed in overhaul but not if it has been prop struck enough to warrant a teardown, which is nothing at all. Then the prop is scrap. They scrapped his with 3 gouges in the rear face of 2 blades. That said, Im not sure why people want 3 blades on a 4 cylinder Mooney. Mostly its a loser but hey, looks "sexy" on the ramp if thats your thing. Bragging rights.

Quote: ToddDPT The S-Tec alt hold is our next purchase. Does anyone know what I can expect to pay for purchasing and installing the S-Tec 30 alt hold?

We should start a thread about the Century IIB. I have the service manuals for it and lots of data. i like the thing. It works pretty well. With an S-TEC altitude hold unit and GPSS it does everything but vertical nav or a glideslope. But lots of capablity for a 30 year old analog autopilot.

borrowed from ths forum: http://www.vansairforce.com/community/showthread.php?t=76408 these guys are pretty good reading. The referenced webinar "all about oil" is found here: http://cloud.savvymx.com/index.php/webinar I am a huge fan of Mike Busch. He is accurate, scientific, and goes against much of the GA old wives tales we all know. here is the text borrowed erich weaver "All About Oil" Webinar summary I listened in on the "all About Oil" webinar the other evening that was presented by Mike Busch, of "Savvy Aviator" fame - Google and check him out if you are not familiar with his credentials. Thought I would pass along some highlights from his presentation: OIL TYPES Mineral (petroleum-based) oil is better than synthetic oils with respect to suspension of particuates, and also seals better Synthetic oils have superior (less) friction characteristics and are longer lasting than mineral oil. As long as we are relying primarily on leaded avagas, we cant take advanage of the benefits of synthetic oils. Our engines run rather dirty, and the oil has to be drained often to get rid of lead and particulates. Also, the superior lubricity offered by synthetics is less important in piston aircraft due to the relatively large clearances and slow RPM compared to turbine engines. Multigrade oil offers faster lubing during cold starts. Monograde oil offers better corrosion protection, as it is not as thin at room temperatures and will stay on parts longer. Corrosion is the #1 reason for failure to make TBO. There is very little wear during steady-state flight conditions. The longer an engine sits between starts, the more wear/corrosion will occur due to lack of oil on mvoing parts. Engines are typically not worn out, they are rusted out! Therefore, monograde oil is preferred over multigrade unless you anticipate unpreheated, subfreezing cold starts. Alternatively, you could use multigrade in the cold season only. Aeroshell W100 is the recommended monograde; Phillips x/c 20W-50 for multigrade use Aeroshell 15W50 is specifically NOT recommended; this is a 50% synthetic blend and will not be as effective in suspending/removing particulates ADDITIVES Ashless dispersants (AD oils) are in oils to suspend particulates. There is no evidence to indicate that engines do not break-in as well using AD oils. "Microlon" / /"Slick 50" NOT recommended; a Teflon product that is potentially harmful according to a NASA study. Dupont, where Teflon wasdiscovered has specifically said that Teflon should not be used in oil "Avblend": no harm, but no demonstrated benefit either "ASL Camguard": Recommended! Some reduction in wear, but very effective in reducing corrosion, even more so than the additives that are included in the Aerosehll Plus and Exxon oils, although those are good as well. "Lycoming 16702": An antiscuff, boundary layer additive, same as used in the Shell 15W-50/Exxon Elite products. Effective, although Mike prefers Camguard. Regardless, if you are using the Phillips x/c 20W-50 oil, use either Camguard or the 16702 additive. "Marvel Mystery Oil": Some effectiveness in unsticking valve lifters and not harmful, but otherwise not recommended as a standard additive. OIL LEVEL and CONSUMPTION "normal" consumption is quite variable; 1 qt in 4-20 hours is fine; do not want less than this as it may mean oil is not circulating properly. No advantage to having full oil. Pay attention to changes in oil consumption however, as this could mean future problems All engines will run fine at half of maximum oil capacity, and most at less than half. 2/3 capacity, or 5-6 qts in an 8 qt engine is recommended (8 qts in a 12 qt engine; 1 additional qt if your oil consumption is high. Air-oil separators are NOT recommended; they can hide important symptoms regarding oil consumption and also makes it hard for engine to purge itself of acids etc. OIL CHANGES If using spin-on oil filter, change oil at no more than 50 hrs or 4 months; change at 25 hrs or 4 months if only using a oil screen. If significant metal found at oil change, reduce to 15-20 hr intervals. Try to not let the engine sit with dirty, old oil; change it before a period of disuse rather than after. Cut open the oil filter at every oil change or least at each annual. A small quantity of metal, approximately 1/8 tsp. or less is normal; more than this should be investigated further If significant metal is found, send in to lab for analysis (about $100). Aviation Laboratories in Kenner, LA is recommended. Oil analysis for microscopic wear metals can provide early warning of wear events. Blackstone Labs in Ft. Wayne, Indiana is recommended. GENERAL: Ideal oil temperature is 180-200F; definitely want it above 170 to boil off water. Temperature on gauge is typically the temperature of the oil during the coldest part of its circulation cycle; temperature is typically about 40 degrees higher at hottest part of cycle, hence the above 170 requirement. Since water boiling temperature decreases at higher elevations, lower temperatures may be ok at altitude. If engine not to be run for 6 months or more, a preservative oil ("pickleing oil") is recommended. Fill sump with preservative oil; fly or run up engine and then shut down. Install dessicant plugs and place dessicant bags in air intakes and exhaust. Pre-heating of engine to minimize wear at startup should be done any time temp is at 32F or lower. Starting without preheat at 20F or lower is a very severe wear event. Lycomings are susceptible to wear on cams and lifters due to their high position on engine and difficulty in getting oil to these parts. Use of a Nay Nozzle (sp?) that squirts oil on cam shaft can help this. Installation of the nozzle would have to be done at engine build or upon tear down, but is relatively cheap and worthwhile. Next webinar: "All About Cylinders", October 5 (free) http://www.savvymx.com/webinar Mike can be reached for questions at mike.busch@savvyaviator.com regards erich

you are right about the < 30 degree change in your route. GPSS is not needed. But a 90 degree or say a 130 degree turn you are going to have to do it manually.

There was a thread on here that said the Zaon doesnt work in a Mooney.

what is your asking price?

its still only 3x the price of an ipad and all the subscriptions. Plus, the ipad is 75$ a year for legal chart updates, not 500$. so the ipad is between 3x and 5x cheaper depending on how many years you keep it. Plus I can watch movies and surf the internet on the ipad. PLus display weather on the ground, file a flight plan, listen to music. et al.

There is a vertical support in that area between the Stormscope/JPI and the radio. It's not possible to move the radio to that spot.

To all: DO NOT rear-end this guy at a stoplight! Quote: johnggreen To all: I am now, seriously bored with this banter. Going to other threads to cause trouble. Oh, on a final note, I am a member of the MS bar, my wife is a law professor, my son in law a member of the Maryland bar, my daughter the D.C. bar, one son the NC bar, and another third year at NYU law. Still, any legal advice will be graciously received.

Is that straight 1000 grit or did you do anything to it after that? I saw a youtube video where they used "stainless" 0000 steel wool on a motorcycle pipe.

Dont brakes raise the stall speed a couple knots? I think the best prevention of stalls is pilot awareness and training.

Well, on the Century IIB and III you must set the heading and the radial to the inbound course. it then gives a 45 degree intercept. Flying over a waypoint requires either a new heading bug, OBS, and another 45 degree intercept, manually driving it in a turn just inside the waypoint to the next leg, or if you have GPSS, another sip of coffee while it does its thing.

Peter, the Foreflight with bad elf is just as accurate as my aera 500 which has an active external antenna. Both are about a 3 meter estimated positon error. Quote: allsmiles I think you are making some very huge assumptions. It's not as easy as you think, just writing the software. The iPad hardware is simply not aviation specific as the 796. I'll give you an example: a friend of mine has the iPad with georeferenced Foreflight on it. As a rule it is way off! My old Garmin GPSMAP195 is a lot more accurate! The 796 is a full EFB! What EFB functions are you referring to?

problem is if you hold yourself out for business you may become a target.

The original 430 was Apollo's idea The ipad is the best 700$ we have spent on the plane. The aera does different things but it was comparable in price. The updates for the data are the same cost as the unit. These 795s are getting out of hand. Quote: DaV8or Without Garmin, we'd still have Apollo and likely have better radios.

We heard a talk given by Mike Busch (the savvy mx guy) at Oshkosh this year. He mentioned that annuals on Cirrus aircraft are running in the 8-10K range pretty standard. They manage something like 300 of them. One shop got carried away on small things and presented an estimate l for 20K on a 5 year old Cirrus. Overall, the cost of owning a part 23 Cirrus to be 150% above the cost of a "legacy" aircraft such as a Bonanza. Plus the 10K cost of a parachute repack and R&R every ten years.

the last comment in this thread is from powerflow's general manager http://www.powerflowsystems.com/forum/showthread.php?t=52

because it lowers the cost of owning one about 10-20%

I called Aerospace Welding, Inc and talked to someone there. They said they are getting calls about ceramic coating but they have no approval from the FAA to ceramic coat aircraft exhaust. He knows Cirrus, Mooney, and Powerflow offered ceramic tailpipes. I asked him is it a decorative coating, or does it change the properties of the steel? He couldnt answer that. He said it depends on your interpretation of what ceramic coating is. But an FAA approved repair station cannot do it. So, we are where we though we are. No data.