Becca

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

Quote: N4352H Every thing is becoming a "privilege" Not a right. This phrase as used by you underscores the way we are controlled. The constitution only gave limited authority to the federal government all other "rights" were retained to the citizens. This phrase explains in a nut shell how reversed the thinking about rights has become. The courts that have twisted our "rights" into "privileges"

Quote: allsmiles Becca, one sure way to never see your airplane again is to jump the fence!! My old instrument instructor once told me "strive to be a round peg in a round hole and not a square peg in a round hole."

Quote: scottfromiowa Mitch, I understand your frustration...I fly out of CID and have my hanger "inside the fence'. I am required...if I want to continue to hanger...to submit to the background check for badge issuance. I get it, the airport carries passengers and they are required to have the security procedures in place...what is frustrating is that after having had my hanger/badge/keys for over 5 years when I came due for "re-badging" even though I had already been screened my drivers license and aairport badge with photo did NOT qualify for re-issue. I had to bring out my SS card that was photocopied and maintained by airport security...I know they are just following rules...but had to make four trips to do this as they didn't have me sign one area...had to sit through a 45 minute power point presentation...again. Bottom line is that I choose to hanger inside the fence. I value knowing my plane is secure in a locked hanger inside the fence...Is it a pain in the @$$...absolutely do I curse every time I fly commercial yes, but I curse because terrorists have forced our country to give up some of our freedom...I don't curse the government on this one...We must keep the skies safe. Do I wince when a fellow pilot decides to use his plane to check out by targeting the IRS...yes. Be an AOPA member, if you are NOT and you are a pilot shame on you. They are fighting for our rights as GA pilots. The Gov't does what they always do...tax, spend and make laws that punish the many for the indecretions of the few. Just between me and you if I had been the one responding to the Detroit guy trying to light his underwear...he would NOT have had the opportunity to have been read his rights. His trachea would have been crushed...end of terrorist. End of rant, er I mean response. Have a great weekend everyone!

First of all, the first person who mentions nazis in an argument always loses. I think that's my husband in this case. Second, I think having to be badged and background checked to enter a general aviation airport is absurd and it would definitely make me consider moving my airplane to a more friendly place (and if many people do that, well, free market and all, right? airports will feel the financial pain). However, I do understand the point that GA can be a huge security risk compared to the screening that regular aviation goes through. Flying is a privledge, not a right, as many many court decisions uphold, so security or obstacles at an airport isn't violating any of our "constitutional" rights. What I like is a common sense approach. Like AOPA's airport watch. Police ourselves so the police don't have to come in. Years ago at the airport I learned to fly at, someone (drug smugglers, most likely) attempted to steal a corporate jet (yes, seriously). But an alert line guy didn't recognize the pilots so he parked a fuel truck in front of the taxi route while he summoned the police. Problem solved. But there are security risks and we do have police to prevent us from crime - in the same way they may drive by the bank more frequently than your house, because its a more probably target - the police (in the case of aviation its TSA) need to keep an eye on the airports. The question is when are they too over zealous in their duties.

Quote: jetdriven I reqd somewhere that laminar flow airfoils do in fact lose speed in rain. It can't be laminar flow if water is running over it. My wife thinks that is bunk. The figure I heard was 3 KIAS on a Mooney. I know a guy with a 200+ KT Long EZ and he swears its more like 7 KIAS on his.

Quote: bd32322 Hi guys - running into some trouble from the local airport about keeping motorcycles along with my plane in the T-hangar. Airport manager says it is non-aviation use of the hangar - and that the FAA has such a rule. I can understand it being a problem, if I ran a donut shop from my hangar - but thats not the case here. So my question - is there really such a FAA rule? Thanks in advance

Quote: carusoam The Alcor article is an ancient sales tool for there ancient EGT guage. Their intent seems to be, bring people out of the dark and into the light. Not so much deliver them an engineering degree in propulsion. BSFC would be too much for the intended audience. Their audience doesn't have EGT guages, never mind digital ones with electronic FF. Best regards, -a-

Quote: carusoam JetD, Any idea why the timing was changed to 20d to begin with? (I read the bulletin) 25 seems to be win-win all around for you. The only "il-effect" is slightly higher CHTs? It seems that Lycoming wrote the change for everyone to allow use of 80 octane fuel, fixed pitch props, un-instrumented engines, poor baffling, and uncaring operators. Lycoming seems to be unable to help down to the level of special interest groups. They can only handle information for everyone or no information at all. Keep fighting the good fight. Best regards, -a-

Quote: Becca You are probably en route to creating another storm of a million emails on lean of peak and rich of peak. But before we go there, let's talk about the basics. Its a curve, so you are full rich - then you lean lean lean, and the EGT temperatures will rise until you get to some maximum value (because you are providing less fuel for cooling), and then you lean beyond that, and now you are using air for cooling, and the temperatures start dropping again from the peak. So what you should do is you should lean slowly, watching your EGT until it gets to peak.

Quote: pilot716 When leaning at cruise I usually bring the mixture back to run between 12 & 12.5gph which keeps our temps in the 1340ish range or slightly higher on cylinder 2. On a recent trip I actuall leaned back to 11.0, sure the temps went up but not over 1400. What do most of you use as a maximum? If you go by the poh most of the power combinations actually show 9.8 gph or less, I can almost guarantee my temps would be over 1400 at those settings..opinions...thanks, Mark PS..I am using a JPI monitor.

double post.

Quote: johnggreen The fact is that the thread of Garmin reliability has been one constant we aircraft pilots could count on. The GTN 750 is only the most recent of "quantum leaps" served up in avionics technology by Garmin that we GA pilots have benefitted from over the last two decades. As for the projected reliability of recently and "to be" introduced products (Garmin and other), we have nothing to guage by except past history, and it would appear that by that measure, one would have to take leave of his senses to abandon Garmin at this time. That being said, I encourage others to purchase "anybody but Garmin". I truly support you in being the lab rats on reliability. You make the avionics market better and you do it without my money and inconvenience. I sincerly appreciate a company and product that gives me confidence; even if that confidence comes at at price. I find it amusing that some want to be "Garmin haters" because it would appear that the company has the ultimate goal of making a profit. The day they abandon that objective, their end will be in sight. OK, I've had my say. Thanks for listening. Right now, I've got to file my flight plan back to the deep south with the confidence that the one thing I can most likely count on is that my 430's will take me the 900 miles safely and without issue. JGREEN

Quote: allsmiles This was exactly what I was trying to say earlier which you very well identified John. Reliability. What price do we put on this notion of reliability? If the Avidyne 540 comes in at >13K installed from scratch and the GTN750 comes in at ~15K or even at 16K worst case what is the differential? We are talking a couple grand in the worst case scenario. How much is this reliability and piece of mind worth? Personally it's priceless but ymmv! It's a no brainer! Advantage: Garmin And to the people who say Garmin made the connectors different on purpose, etc. etc., between the GNS and the GTN that's not the case. The GTN is light years different than the GNS and incompatible. There are solid engineering reasons. The only similarity between the two is, frankly, the Garmin name!

Quote: Mazerbase If you can manage a few miles south, PMP's gas is about $1.00/gal less than BCT and FXE's gas is $0.75 - 1.00 less than PMP but PMP will usually give you a small discount if you mention you might go to FXE if they don't give you a discount. The total distance between them is about 10 miles. Also, PMP is much friendlier to small planes and they are good people to work with. BCT is really interested in the jets and their prices to us reflect it.

So, I've heard much about how active the legendary Florida Mooney group is. We are going to be taking our plane to Boca Raton for Christmas and maybe a day (or two) trip to Key West. Are there any activities planned during that time where we could meet some of the Florida Mooney pilots or will things be on hold for the holiday?

Well, this one actually had another Mooney 201 racing so I had competition! Thank you Walter! (I am not sure if he is actually on Mooney Space, but we met him at MAPA). I broke my record again with 186.26 mph. This is the first race I did where the wind was whipping, my ground speed varied between 130 kts - 185 kts depending on the leg. I am pretty sure this resulted in some losses (even uncalculable ones like those from the crab angles during the crosswind legs), so I think this time was a little slower than it could have been. The biggest gain from the prior 184 was jetdriven-adjusted mag timing (it was set at 20, but the spec for our plane is 25), we've noticed a measurable improvement in climb performance with this adjustment as well. I am not sure there's much more speed to be eeked out of the plane - getting the gear doors rigged right is probably the next biggest. After that, I think any more gains will be in the tenths of mph. Other differences in this race's configuration - we didn't have sand bags to shift the CG aft, but we did have a backseat passenger. Byron was my copilot this time, and I can't emphasize enough the importance of splitting and knowing your various responsibilities. Byron was (for good reason) a little fixated on my pilotage around the turns, however, this resulted in missed radio calls. Since being spotted on a turn (coupled with the radio call) is required in order to qualify for the race, this could've been a critical error. Which brings up my last thought on the turns. I've done a lot of geometry-style math trying to figure out the optimal spot before a turn and the bank angle to use in the turn - and even how much altitude loss to allow in the turn (so you don't get speed loss from the g's of a steep turn) - but I am still not quite sure I've found the optimal point. It seems to me in this case a Mooney is very different than say, a cessna, which seems to be able to pivot around its wing tip in a steep turn. Any thoughts? http://www.sportairrace.org/id453.html I'll post a couple pictures when I get them...