jetdriven
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Everything posted by jetdriven
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i take a different view, there are a few single point failure modes of the dual magento which suddenly leave you without an engine. However, if safety is what you are after, spend the 5-6K it costs to convert your Mooney to dual mags and get yourself shoulder harnesses, an EFIS, second attitude indicator, onboard weather, moving maps, training, IFR rating, aerobatic training, etc.
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Figured I would start this off. Either me, my wife, our 201, or any combination of us will be there. We are also staying at the Y-O Ranch.
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Earlier in this thread are the part numbers for the transistors. You can get them and the F01 fuses from mouser electronics.
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John, your analysis is right on. The only thing us Mooney pilots can do is raise the flaps as soon as possible. You can even do it in the flare, Im not advocating it as SOP, but for a <2000' runway, sure is safer than running off the end.
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Maybe 10 or 12 G's pulled the tailwheel out.
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He might have been incapacitated from the failure of the tab. A couple of photos on the web don't show a helmet in the canopy. There must have been some tremendous G-forces involved.
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A 231 can run LOP. A Bravo, for some reason, it simply won't do it. Lycoming does not approve LOP operations for any of its engines, although some Continentals such as the Cirrus SR22, ONLY allow LOP for high speed cruise. Lycoming needs to admit that the sun comes up in the east, and LOP done right will not simply "burn up" your enigne.
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Light oil mist on front of cowl (M20J)
jetdriven replied to bnicolette's topic in Modern Mooney Discussion
If its fown frequently use what you feel like. If it sits 10 or more days at a time, use W100, W80, or XC with camguard. The K&N filter is approved as a Challenger filter but i think it lets in more dirt than Donaldson or a Brackett. Brackett is cheap but restricts airflow. We went with the Donaldson. -
This aircraft has been air racing since 1949. What a history. http://www.ww2color.com/nennius/webapps/slides/slides.php?action=update&primary_key=00033
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Com to think of it, Testwest checked the ohms of the Champion plugs in his Aerostar and most were really high resistance. Somwe sort of breakdown of the resistor in Champion massive plugs. http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=3&threadid=2470
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Wow, 1690 on grass is really short. I'm impressed you did this with a 201. What was the temperature outside and your takeoff weght?
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that looks terrible. This angle almost looks like a botched 4-point roll. He was travelling at pretty high speed, it didnt look like a stall.
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Try switching the plugs around. Or trying some known good spares. Try richening or leaning the mixture and its effect on the roughness.
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At Oshkosh this year Garmin had the G3X on display with full PFD and MFD capability and etc etc for LSA's and experimentals for I think 9,000$. Uncertified of course. I have a hard time believing it really should cost 3X as much for a certified version.
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I think the factory licensed weight is actually an estimate. They weigh every few off the line, and make the rest of them the same number. Plus all those < 1 LB changes that don't require an update to the weight and balance, I bet our plane has 30 of those. Then 35 years of service weight pickup. It was also painted. New interior also. When my ~ahem wife did the air race in Galveston, we put 10 lbs in the hat rack, 125 lbs in the cargo compartment, and 200 LB of sand in the rear seats. One pilot up front, half tanks. Even then, the CG was only in the middle of the range.
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Landing distance isnt so much a big deal, but the takeoff performance in a J isnt really very hot. Even an Arrow which has the same engine gets off the ground better than a J.
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You can use a bad elf which plugs in to the ipad or a GNS5870 which is a bluetooth remote box. both work, you can search they have been discussed on here the pros and cons. Can you take a picrture of your acclaim in flight? I be tthat synthetic vision is reallty neat.
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Hopefully they an bring Garmin to earth. 600$ for an Aera 500? ok, sure. We own one. But 1200$ for an Aera 550? WTF? twice the price for a software change to allow XM weather? Wait till the Avidyne iFD 540 comes out. Garmin is going to have to come out of orbit to compete with that.
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Ideal trim is whatever it takes to maintain level flight. The further aft the CG is the less drag you are going to have, I think right until you get to the aft limit. The elevator trails in cruise flight. Those springs act on it when sitting still. The 231 elevator is full down on the ground, so is an A36 Bonanza. Different systems though. Even with a middle CG, the elevator is deflected downward and the counterweights stick up above the stab. At about 190 MPH IAS, our trim is almost to the complete forward limit.
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next MAPA convention location and date?
jetdriven replied to craigsteffen's topic in General Mooney Talk
Hear, hear! John has a point! Seriously, thanks for sharing that with us, I feel many of those things you do most of the time as well. Every time I read about a 20K annual at an MSC, I think , you can do two Baron's for that. And a 2K lb useful load on those as well. Mooney drivers are cheap on gas, and maybe not so much in other departments. -
How many bushels did he harvest with his 36x19' swath?
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My hangar neighbor has one. He freezes ice in pie pans so to have block ice. he stacks them 4 or 5 deep in the arctic air, plugs her in during the preflight, nice and cool ready to start up. He turns it off at 3000', and then back on during descent 4 hours later. Still cold air. Cabnin stays about 60 degrees. He has an F33 Bonanza though, but I think it wil work.
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Ground retraction prevention in manual gear
jetdriven replied to 201er's topic in Vintage Mooneys (pre-J models)
LASAR makes a new latch for the Johnson bar downlock, evidently the old ones get worn and could slip. -
Thats exactly how I feel about it.
