Becca

Quote: Immelman I purchased a SkyRadar receiver last month (on special, $900) and have been quite happy with it so far. Coverage excellent on the few trips I've taken. The wiring is not an issue if you get it out of the way - I mounted it with double-stick tape back in the hat rack, all the data comes up to the iPad wirelessly. I'm using WingX to overlay the weather on charts. One of these days I'll put a write up on my blog of a couple trips I've taken with it, screen shots, etc. Just for grins on a recent trip I called the FSS, gave a pirep, and 5 minutes later it was there on the feed of pilot reports for a nearby station. How cool is that? The best thing, for me, is that this was a one-time purchase. I want income streams coming to me from investments, not going out to XM (other people's investments). Besides we're already paying for it (taxes!)

Quote: sleepingsquirrel Here's one for you from the POH. Take off on one tank, ....tank switching , run for one hour, tank switching....., then switch back to the other tank , run it until empty. Disclaimer: Please be aware that doing this will cause lengthy discussions on Mooneyspace , and may result in frightened passengers.

Quote: maniago Ok, I know this isn't specifically mooney related, but it is IFR flying related, and I'm working on my commercial rating so I need some experienced XC fliers to help me decide (I did a search and there's nothing specific on phones since 2009). So new thread. Background: I have to get a new phone because the twins just turned 16 and I can't put them off any more, so they get our old non-smart phones. Besides its better than "Dad, can we have a car?". uh, right? That said, Foreflight or WingX are my first deciding factor, and frankly I like WingX (I think). Then its Iphone or Android OS phone (Galaxy Nexus with ice cream seems quite good). However, it also seems Android phones are trailing with regards to the two affore mentioned apps, but I'm not really Apple sold either. So what I'd like to hear from anyone who uses these is something like: "I've got X app and have Y phone and it works for me pretty good for Z missions; but, not so good when I do...etc. Sure don't want to start a phone or app bashing thread though....Thoughts anyone?

Quote: Cris FWITW I take the exact opposite view with passengers in that I work over time to insure the most pleasant flight posssible as I believe we have an obligation to encourage as many folks as possible to share our passion. Often I will refuse to take someone up if the winds are strong or there is turbalence. Typically I look for only the best conditions in which to fly especially with those that have limited experience with general aviation and have heard how all these little planes are unsafe & crash etc etc. Just my thoughts .

I'd like to rephrase this question to remove all the judgment that is going on here: What manuevers may be done, legally and within the certification envelop, of a Mooney aircraft, which might be entertaining/educational/fun for a passenger that is not nervous about GA and would enjoy seeing something more than straight and level flight at cruise altitude? Now, with the question worded this way, do you think any response someone might give you would be 'foolhardy'? I personally don't think this subject is absurd in any way shape or form. And I consider myself a fairly conservative pilot (certainly more so than my husband). In fact the other air racers have been teasing me because I've been crossing the finish lines at 100-200' while most of the other pilots have been mowing the grass. I am confused a little about the low pass thing, jasonwojo, I'd really like to hear more about the scenario you found yourself in with the FAA. Assuming you were at a non-city airport and there wasn't an airshow going on (e.g. " open air assembly of persons"), you'd be under this section 91.119: © Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure. I would presume a runway counts as a "sparsley populated area" (hell, air traffic control in FLL told us to fly over the water below 500 feet as part of our clearance), which would allow you to be as low as you wanted, as long as you maintain a 500' separation with people/structures/etc., which in my experience with airports, their buildings are usually more than 500' away. Another option, I guess, where you don't take this risk, is to perform a short field take off, which allows you to fly in ground effect the length of the runway (and is good practice). Also, my more "thrill seeking" passengers have always liked steep turns and flights down the beach. As I've mentioned, many aerospace engineers are interested in seeing a plane stall, and I am happy to demonstrate this maneuver for them as well.

Quote: 201er Pull up, slow to minimum speed, push forward? Kinda like this?

Quote: jelswick The day I have to do something like is being suggested in order to have fun in my Mooney is the day I put it up for sale. I hate the idea of having to read about anyone in this forum in an NTSB entry. These are wonderful machines for what they're intended, not toys and you can easily kill yourself trying to do inappropriate things in them. Please as others suggested, get a suitable aircraft to do those kinds of maneuvers.

Quote: 201er What kinda stuff can/have you done in a Mooney for messing with passengers (especially the kind that think they're not scared of anything)? In gliders I've done wing overs, dives, stalls, spins, over the top 0 gs, loops, and inverted flight. Haven't messed about in the Mooney cause I don't know how much it can safely take and I don't know how to deal with the prop in these conditions. I'm worried about something like a wing over or dive that it may overspeed the prop at some point. So I'm not sure if the prop should be full forward to slow the dive or reduced back to windmill, etc. Gimme some ideas besides really steep turns of stuff I can do?

Our bird is a couple years away from a new paint job. That said, there are some places that tiny bits of paint have chipped away near the vent door and on the horiz stab. Being in Houston, we're a magnet for corrosion. Any suggestions on how to touch these spots up in a simple way so we don't have bare metal exposed?

Quote: Bill_Pyles I had the timing set on my J the other day and now the oil temp and CHT appear to run approximately 10 degrees hotter, all being equal. Also, the engine does not like to idle as well. Overall performance seems the same although I haven't done a speed test. Is this temp increase likely because the timing was advanced slightly more than my earlier setting? How accurately should timing be set in terms of degree BTDC?

Quote: jetdriven A few times I have accomplished a LOP climb in the M20J, and at this time I am unsure if it actually saves anything. In a 54.7 gallon M20J every gallon counts. Climb performance at 11 GPH is akin to pulling back the power to "good old 25 square", and although fuel flow is lower, the time to climb is longer too. Changing altitude in cruise almost seems better, bring RPM to 2700, richen to 10-11 GPH or what is about 20 LOP, and climb. Dont even have to open the cowl flaps for a 1,000' step climb. Has anyone else gathered any data? Is it worth doing?

Quote: skyking My POH is quite specific. Back to 25 max when the wheels are tucked away. i stay full rich until about 3000ft also.

Quote: nosky2high Because rural airports late at night are a haven for criminals waiting on the stray airplane to land and fuel up? What exactly are you worried will happen to you at these airports?

Quote: aaronk25 It is a 77 serial number 24-0359 if that helps narrow it down. I'm guessing my air speed was around 55MPH maybe a little faster. I don't know exactly because after crossing the numbers I don't spend much time looking at the airspeed as I just set the plane up in the right attitude to land and then she sets down. I'm glad some of you are finding some value in the form of education from this, it makes it a little less painfull. Now that they have the plane in the shop and pulled the one piece bell off, or whats left of it they found the gear box for the electric motor is shattered and all the push pull rods that actuate the gear are bent from trying to lift the plane while it was coming down. What concerns me the most is the mechanic said that the motor appears to have moved to the left and up (if you were sitting in the pilots seat). It appears there is some marks just above and to the left of the valve cover gasket that wernt there before maybe a indication that the motor mounts or fire wall has been twisted. It would make sense because the force of the counter clock wise rotation (and at full throttle 2700rpms) would push it this way, if it were to move at all. Both wing flaps got pushed up because when they towed it in the landing gear didn't stay locked and they dropped it twice, once on both wings.

This whole less makes me feel a lot better about having a “retract” in our club because there is a concern that someone won’t put the gear up on landind and get hurt, however it was nothing more than a slightly hard landing and a couple bangs and skidding to a stop.

Quote: aaronk25 This isn't heping my case but The M20J has the flap switch next to the throttle quadrant and the gear up near the top of the panel. It was a serious mistake on my part. If you ever had one of those moments where you maybe were daydreaming or something at the wrong time, well I did it on roll out. I remember thinking at the time when I reached for the lever "that was a great landing 15 knot cross wind component and I put the wheels down right where I planned. I only have about 100hours in the last 4 months in this plane and I can grease the landings every time and I think I am pretty proficient in it, (tell today). I learned a lesson today, no matter how trivial the task, focus on what is at hand. It wasn't winds gusting to 40Kts or a ice covered runway that got me, it was me taking away my focus for just a bit, because "hey the work is done right"? Aaron

Quote: richardheitzman OK, quick Non-Mooney question. For the price, location and comfort, what is the best Marriott brand hotel to stay at in the DC metro area so we can spend a couple days exploring the Capital without having to drive, and not walking Miles to get to/from subway?? I have about 70K in Marriott points saved up. Also anyone have some ideas on what we "have to" see, and what we should "want to" see. For me it is : 1. Arlington 2. Air and Space museum 3. everything else. Thanks Rich

Quote: fantom Hope you guys are out of Key West! 758 WFUS52 KKEY 280300 TORKEY FLC087-280330- /O.NEW.KKEY.TO.W.0004.111228T0300Z-111228T0330Z/ BULLETIN - EAS ACTIVATION REQUESTED TORNADO WARNING NATIONAL WEATHER SERVICE KEY WEST FL 1000 PM EST TUE DEC 27 2011 THE NATIONAL WEATHER SERVICE IN KEY WEST HAS ISSUED A * TORNADO WARNING FOR... LOWER KEYS IN MONROE COUNTY IN FLORIDA... THIS INCLUDES THE COMMUNITY OF KEY WEST... * UNTIL 1030 PM EST * AT 957 PM EST...NATIONAL WEATHER SERVICE DOPPLER RADAR INDICATED A POSSIBLE WATERSPOUT MOVING ONSHORE NEAR BOCA CHICA. THIS WATERSPOUT IS MOVING EAST AT 30 MPH. * THE TORNADO WILL BE NEAR... SHARK KEY BY 1005 PM EST... BAY POINT BY 1010 PM EST... SUGARLOAF KEY BY 1015 PM EST... WATERSPOUTS THAT MOVE ONSHORE ARE DANGEROUS. IF THREATENING WEATHER APPROACHES...SEE SHELTER IMMEDIATELY! LAT...LON 2459 8178 2459 8172 2465 8178 2460 8169 2464 8170 2462 8163 2465 8162 2466 8163 2466 8170 2468 8171 2469 8170 2464 8144 2464 8150 2460 8147 2463 8150 2455 8168 2455 8179 TIME...MOT...LOC 0300Z 272DEG 27KT 2461 8168

Light speed Zulu ii headsets. Rocked out to Adele and lady gaga all the way to florida

Quote: fantom Will you guys have some free time while in Boca Raton?

Jetdriven, me and my Mooney will be in Key West (weather permitting) the afternoon of Dec 27 and all day Dec 28. We'd love to meet some Mooney flyers in Florida for lunch or dinner or other Key West festivities. Anyone interested?

Quote: GeorgePerry (2a) The FAA doesn't run itself like a business. Their charter is to maitain the highest levels of aviation safety. To those ends they often are an impediment to buesines. They do not proactively help reputable businesses inexpensively achieve the required certifications to bringing new products to market. They require them to jump through hoops and overcome rhemes of red tape...all in the name of safety. Look at the variety and low cost of "non TSO's" products availible to experimental and LSA flyers.

Quote: jetdriven Fixed costs approach 5-8K a year. His dry rate includes some of that I presume.

Quote: sleepingsquirrel How about from now on we just call them Brownshirts. That is the pre WWII stage I'm reminded of here and now. I think in retrospect that Europes problem was ignoring the 800 Lb. gorilla in the room.

Quote: ree M r/s 12/12//11 Description: Mooney N4114H, M20J-201, model 24-0629, built 1978. TTA 3716, SFRM 1798 SPOH 651 Annual and IFR certified Nov 2011. Recent total upgrade cost $50,000+. Instruments: IFR panel configured as original Mooney King Silver Crown but these nav instruments have been replaced or rebuilt: KI-204 VOR/LOC (Attitude Indicator), KI-208 VOR/GS, KN-64 DME & Antenna, KMA-29 Audio Panel, KT-76A Transponder, two KX-170B nav/coms, K-120 Vac Gyro, Sigma-Tek 4000C Vac. DG/w bug, Century-IV (Autopilot-heading), UMA Vac Suction Gauge 3-310-52, JDC Announciator Panel A811011, EGC Electric Turn Coordinator, Precision Vertical Compass, Rochester 0-60Amp Ammeter, Sigtronics SPA-300 4-way intercom, Two two Garmin GPS: 496 & 696 Mechanical: Replacements and additions: McCauley Scimitar three blade propeller, Sky-Tek 149-ML starter, TCM/Bendix CEV dual magneto, Aero-Lite ignition harness, shunt MLA 60-100, RHM 38E spark plugs, Stuart-Warner SL1010 Tachometer & cable,, Tempest 3000 Vacuum Air Pump & vacuum lines, Tempest Vac Regulator,RA2H3-1 JPI digital EGT/CHT 700-4C, Concorde battery CG24-11M RG-35A, Timpkin 08125 wheel bearings all wheels, Condor 6x6 tires, exhaust muffler. KMO Marker Beacon Cosmetic: 2009 exterior: Dupont, AcryGlo: Matterhorn white over Dark Blue metallic w/stripes Las Vegas Gold. 2011 new: windshield and glareshield. Interior Vantage Plane Plastics interior, Haftner/Airtek Harvest Moon gold carpet, insulation, welting and door seal. Touch ‘n Sew saddle leather seats, All grommets and screws replaced with D&D stainless Camloc. Speed and load. Cruise at 6,000 ft air speed 170mph/10gph. Actual distance covered usually works out to 150 mph, (10 gph=1 gal per 15 miles, the same as my Land-cruiser) Recently non-stop 6hr/900 mile flight from FPR to MSLP (Dominican Republic) 800# three aboard and 64 gal fuel. Insurance: AOPA/AIG (American Home Insurance Company), body injury and property damage single limit $1 million each occurrence, each passenger $100,000. Medical expense crew $5,000. Physical damage to aircraft $70,000 less $100 deductible. Qualification as Named Insured requires minimum 100 hrs PIC including 5hr Mooney check ride certification Rent. $135/hr (dry) tachometer recorded. FAA requires renter qualify as “Named Insured”. Monthly use minimum 10 hours, annual minimum 50 hours. Rental fee applied to purchase Sale cash: $65,000 or $73,000.00 Lease/Purchase $135/hr-50 hours credit rental to purchase dseree@bellsouth.net home (772) 283 2489 cell (772) 486 5817