jetdriven

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

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

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?

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.

Try switching the plugs around. Or trying some known good spares. Try richening or leaning the mixture and its effect on the roughness.

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.

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.

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.

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.

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.

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.

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?

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.

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.

Skyradar is 1000$ also but the ADB-B data is free, so in about 18 months that 1000$ is saved in XM subscription fees.

You can also watch your track on the GPS screen, on the aera its even displayes as a compass arc. But that is ground track.

IF the step exists, then all those airlines, and corporate jets and turborpops are doing it wrong. If there was a way to save ten pounds of fuel a leg in a jet, they would do it. That would be hundreds of millions annually.

What you are seeing is the drag bucket that is a characteristic of laminal flow wings, such as a Mooney. The step myth was from one of the first laminar flow aircraft, the B-24, which was often so heavily loaded it often could not accelerate to cruise speed. So aircrews would climb 300 feet above cruise altitude, and then accelerate into the drag bucket. We busted this myth in a Cardinal RG, back in 2000. Start timing exactly at level off and end it when you reach final cruise speed. This takes a couple minutes. Then start timing as you climb through your cruise altitude , stop climb 300' above, then descend to cruise altitude. Its the same. Hank is right, this plane loves an aft CG.

how about this: from here; http://williams.best.vwh.net/avform.htm#3gs TAS and windspeed from three (GPS) groundspeeds. Determine your groundspeed on three headings that differ by 120 degrees (eg 40, 160 and 280 degrees), call these v1, v2 and v3 Let vms = (v1^2 + v2^2 + v3^2)/3 a1= v1^2/vms -1 a2= v2^2/vms -1 a3= v3^2/vms -1 mu= (a1^2 + a2^2 + a3^2)/6 Let bp and bm be the roots of the quadratic b^2 -b + mu =0 ie: bp= 1/2 +sqrt(1/4-mu) bm= mu/bp The TAS and windspeed are then given by sqrt(vms*bp) and sqrt(vms*bm) provided that the TAS exceeds the windspeed. If this is not the case, the roots are exchanged. This is a handy way to check your TAS (and the calibration of your airspeed indicator) using your GPS groundspeed, even though the wind is unknown.

I have a plastic "wire wheel" that is chucked in a drill. It is plastic "wire" embeded with some kind of grit. Anyways, it is safe for aluminum, some MEK and a wheel like that ought to take care of the old glue. http://www.caswellplating.com/buffs/nbb350.htm

Bonanza's take 6x6 and I think so do 172's etc.

C. Jacobs was arrested?