Becca

Quote: danb35 Why should he not say that his engines continue to run fine at 900 hours past TBO? Are you suggesting that it's imprudent to run an engine past TBO? If so, what factual basis do you have for this opinion? And if he practices what he preaches (and is entirely willing to put his own butt on the line), how is he unethical for promoting it?

Quote: jetdriven Airlines are "cheap", by that definition too. Here we go again with voodoo feelings vs. hard data. I work for an airline, and everything is run on condition. We have engines with 20,000 on the last overhaul. These airplanes have a safety record soem 50 times better than your "open checkbook" airplane. Throwing money at the problem is not a solution. People soend 10K getting their autopilot worked on, and it still does not work. If you have the service manuals, and do some troubleshooting, and have an A&P with that mindset as well, you can fix it for 10% of the amount, and it works when it leaves. Again, please quantify with data how replacing parts based on some calendar or hour limit improves safety? The part that is on your plane is working. The part you are putting on it may have an infant mortality event. We just installed an electric ADI in our plane, and now we are going to run our 800 hour vacuum pump till failure. Yes, right up until it quits. What are the consequences of it failing? none. Does it affect safety? no. dispatch reliability? no. Prop has 12 years since new and 1400 hours. Past the McCauley TBO. Airworthy? yes. Legal? yes. Does replacing it with an overhauled unit make that next single hour more safe? I believe, less safe. What about the next ten hours? It might be trouble free, where it is as reliable as the one we took off. But more safe? no. Its just money. Our cylinders are first run and yes, we are going to take those past TBO unless there is a reason to pull them off. A reason, not a feeling. So, there it is.

Quote: N4352H When someone publicly touts running their engines and cylinders 900 past TBO on one hand and wants to offer ways to save a buck or two on the other...I see red flags. Sure, he can make prudent decisions about his own engines, but publicly purporting the notion sends the wrong message to people. I have read his syllabi. Great curriculum. $500 for a weekend.....no so much.

Quote: jshill All General question. Mike Busch runs a "professional maintenance manager" program. (http://www.savvymx.com/) He lists some experience w/ Mooney, but am curious as to whether anyone has any first hand experience. I've always assumed that the service at MSC's is solid, but some comments on these boards suggest the contrary. Second opinions on major repairs often helpful. (Historically, I went with whatever my mechanic said.) Thoughts? Jeff Hill KFCM

Quote: N4352H John, What you've said about LOP ops is a common misconception. However, LOP or "lean of stoichiometric" operations are pertinent to combustion propulsion science and engineering...period. Just about every Modern/semi-modern injected internal combustion engine on the planet runs lean of stoic, depending on power demand. Lean air/fuel ratios and the technology that enables them has contributed largely to improved fuel economy in every machine that burns hydrocarbons. The main reason auto technology is going towards direct injection is to enable autos to run extremely lean air/fuel ratios in excess of >50:1 which is far leaner than we could ever achieve with our constant flow port injection set ups. It has nothing to do with Continental vs Lycoming. Ignited Avgas cares not about the name embossed on the rocker covers... The genesis of Gami injectors was born out of Continental's intake design (log runner intake) and that systems inherent flaws with regard to fuel distribution (not air distribution, which is another common misconception). Gamis will benefit any Continental with a log runner intake system regardless of whether it is run LOP of ROP. While the owner of GAMI (George Brawly) is also involved with Advanced Pilot Seminars (APS) and also happens to currently operate a Continental, it does not mean that LOP operations are only "pertinent" to "big bore Continentals". I think people should operate as they choose. However, I think it's better to be informed about how that choice affects the combustion event and its effects on CHT and EGT which in turn have an affect on both engine health and economy. Lycoming has no incentive to revise it's POH (BTW, the power settings per the POH are recommendations, not limitations) and in fact has a legal incentive not to revise based on what they've been saying for the past 5 decades. They're tune changed at Oshkosh this year. All of that being said, anyone with even a rudimentary knowledge of combustion science would have an impossible job reconciling lycoming's past stance that "peak EGT settings are safe, but LOP settings are dangerous". It is an intellectually and scientifically unsupportable position. I fault no one for following the POH, but those recommendations are not always the best course of action. For those that know what they are doing, deviating from the "cook book" can enable them to enhance performance and also be kinder to their engine, for those that don't, running per POH is certainly not going to hurt anything...most of the time.

Quote: N4352H You should have appealed to his "green" side, citing the environmental benifits! Smaller carbon footprint, less fuel, cleaner exhaust, less engine wear. Wow...I am feeling cozy...just thinking about it.

Quote: Shadrach I cruise WOT LOP at 3K often when on short trips (<1hr). If I followed my POH, I'd be burning 6-7GPH more on those missions. Lopresti was running his 201 this way in the early and mid 80's when he participated in the Cafe 400 races.

Quote: GeneS Hello all. I'm stumped. I've got an '05 Ovation 2 DX. #5 cylinder head temp runs about 40-60° hotter than the others. The EGT on this cyclinder is lower than the others. LOP or ROP same situation. The shop replaced the original injectors with the tuned injectors and no change. Any ideas would be greatly appreciated.

Quote: skyking Has anybody here ever had the heartache of mice in your plane? I went to go flying last Sunday and after only a week of sitting the amount of damage was amazing. My poor little plane is now at Rightwing aviation getting everything torn out to see if any of the wiring or cables were chewed. The interior is a mess. i cant even figure out how the little buggers even got into the plane. If you have had this happen to you what was the damage ? interior only or did they get to the cables etc and did you ever figure out how they got into the plane? In 30 years of aircraft ownership i have never had this happen.

Quote: Ksaunders 2 sets of clubs, 2 suitcases and 20 Gal in each

Quote: allsmiles

Jetdriven's hyperbole aside, I am personally disgusted by the litinany of fat jokes on this board. You have no idea if this person is 6'6", for instance, which is a lot different than someone who is 5'1" weighing the same. You don't know if this person's weight is because he's "fat" or because he's a gym nut (I have a girlfriend who can do one armed pullups on a door frame but always qualifies as "overweight" because of her muscle mass). You don't know if this person just lost 50 lbs and this is as skinny as he's ever been in their whole life. You don't know if this person has medical problems. You don't know if this person has fought eating disorders and yo yo dieted all his life. You may have never have even had a challenge losing weight yourself - yet you are fast to decry someone else's lack of "personal responsibility". Some people can have two slices of cake and a mcdonalds every day and stay skinny, but no one is talking about their lack of "personal responsibility". Whereas some people run marathons (I know some of these people) and will always qualify as obese on a BMI index. Yes, there is an element of personal responsibility toward weight - there is also an element of genetics, environment, and a myriad of other things. You just resorted straight to fat jokes. Byron may have used some extreme language, but everyone who made a joke before him should be ashamed of themselves. Just call me the PC police. Just because you take someone flying doesn't give you the right to dig into his medical and personal life or to "punish" them for lack of personal responsibility. It is ok, as many people pointed out, to ask how much someone weighs and politely explain to him that you need it to do the weight and balance on the airplane. When I take a married couple flying, I usually asked them for their "combined" weight, which allows them saving a little embarrassment. Everyone understands when I say I can only take two people instead of three with full tanks and no one questions it. There is nothing wrong with any of this. What's wrong is saying "Geesh, 275 lbs, before you come in my airplane, I am going to have to put you on a diet". if the math doesn't work out, you might say "Look, I just can't take any more than 250 lbs (or whatever the number is), its just a limitation of my type of airplane. If you ever lose weight, I'd be happy to take you, just let me know. If you are really interested in flying, though, there are some other types of planes I can help you find..." The question here isn't whether fat people should be made fun of (and they shouldn't), its whether you can safely fly a Mooney with 275 lbs of cargo in the passenger seat. The secondary question is what are some coping issues for the small amount of volume in the Mooney cockpit (I, for instance, have short legs and because of where I have to sit in the pilots seat, I have to use a pvc pipe with a notch cut in it to reach the fuel selector, because I can't lean over to reach it without my head hitting the yoke). And I checked my plane's weight and balance, and the answer is yes, I can safely fly 275 lbs in the right seat - I might make some concessions, like leaving the left tank a little more full than the right or if I have a back seat passenger, balancing the weight a little by placing them in the left rear seat. However, I wouldn't want to be trapped in a small cockpit with someone who has that little respect for human dignity that they'd try to teach someone a lesson by refusing to fly them until they lose weight just because they feel like passing judgment, regardless of if that person is skinny or fat... By the way, you all should check out this photo project: http://kateharding.net/bmi-illustrated/

Oh as for wing don't worry about it. Isn't there a picture from mooney factory of a dozen people standing on wing? It holds lift force of a 2000' airplane, it's ribs aren't going to bend under 300 lb man. Haven't you ever had two people climb onto wi g at same time.

I can't imagine if it's just two people you are going to have weight and balance issues with 300 lbs in your right seat, from a lateral cg perspective it's not different from having to skinny right seat pax in front and back. Check your forward cg but any problems there you can probably fix with either human or cargo ballast in back and still not over gross your plane. I wouldn't be shy asking him about his weight - just tell him you need it to do some preflight calculations, after that I don't think you need to discuss it again. As for getting in and out - yes it's hard, old skinny people have a hard time too. Bring a stool and be patient. If your attitude is "can't" that's what will happen, if your attitude is "can do" you willbe fine. People with wheel chairs go flying. People with broken arms and legs go flying. Share your love of flight it will work.

We are having a great time here - this is our first mapa convention and we didn't know what to expect and everything has been friendly and welcoming with lots of advice shared and good times. Don Maxwell's presentation on strange things he has seen in money's was amazing and hilarious - I hope no one here is one of his example pilots - but there was some pretty scary stuff people flew into him. This morning's Bill Wheat presentation was also a wonderful slice of history... Thoug he couldn't give me a good answer on how to get 201 mph in my next air race. Tthe official event didn't include a tour of the factory which ws disappointing to us. Trey (mapa president) said in his opening words that they purposely decided not to include a tour because all the shutdown darkened factory would depress us. Of course that decision depressed me a little . Jolie, I am going to have to ask you about where you saw elevators being made - we have been asking and they have mentioned new skins but we were under the impression they hadn't gotten the tooling up and running to make the corrugated shape of the elevators yet. Everyone seems to have their own opinion about the future of the factory but I don't anyone has any real idea of what the future holds, and that uncertainty worries me, but I am glad that they are starting to make more parts. Overall my impression has been positive but many of the folks here have mentioned the turnout isn't the same as yesteryear and there haven't been as many exhibitors as the past. Things that would've made the event better for me might have included a wider variety in presentations (maybe some with FAA wings credit) and less time at the hotel and more time at the airport with our planes (with this perfect hill country weather we could have totally had these seminars in a great big hanger like Eaa uses or something and maybe saved mapa some money too). Mitch and Jolie got me thinking during their presentation too we could've also had a mooney event for the local community while everyone is here, maybe giving some kids plane rides. Too late for this year, but still.. Its been a great event and this definitely a great pilot community - though I really hope in the future we will see growing involvement rather than what seems to be a decline. Hope all you folks who didn't make it put it on your calendars for next year. To me the main point is meeting all the other mooney folks and swapping stories, the location and seminars is just a bonus.

Its ok, I'm a yankee. Until I moved to Texas, I thought BBQ was another word for grilling outside. Byron and I will likely be going to David's Cowboy Steak House on Friday night, if anyone would like to join us, just email (or PM and I'll give you my mobile), we'll have a couple seats in our car. Also, would like to know if that discount is only on expensive bottles of wine or if we buy mulitple cheap bottles of wine totalling $100 can we still get the discount? Cause honestly, I am not that refined

Quote: jetdriven have a good flight!

Quote: smccray I think its worth dispelling some of the notions about the SARL races. This is not Reno So here's the way it works. They are a 5-ish leg, 150 nmi-ish cross country flight. Before the race, everyone gives their approximate speeds and they start the planes in speed order, fastest first, this minimizes to eliminates passing (no one passed in the first air race I did, there were a couple of passes in the second one). You take off anywhere from 30 seconds to 5 minutes after the plane in front of you depending on how organized you are getting started. You fly the course - generally people fly at a fairly low altitude (e.g. 1000' or so AGL - I did most of this last race at around 1300' AGL), depending on the winds, so it is a bit bumpy, you turn around each point (a steep turn is definitely better but not required), finish (some people do descend into the finish to pick up speed, at this race, the finish was right down the runway) and then follow instructions to re-enter pattern and land. I suspect given some of the Bonanza times, not everyone even flies with wide open throttle but just at their normal cruise speeds. Any private pilot should be able to do this race without being intimidated - its VERY beginnier friendly (nearly half the racers at both races I went to were "first time"). That said, I'll keep you in mind if I need a navigator - it seems like its been a struggle to find someone these last couple races!

Quote: smccray That was me. Forum logged me in incorrectly.

More Bonanza times: 453 Grace Flight 2009 10/4/09 FAC2RG Bonanza N35 Huff, Jim 173.17 199.28 154 BCAF 150, 2008 5/4/08 FAC2RG Bonanza N35 Huff, Jim 172.98 199.06 261 Grace Flight 2008 10/5/08 FAC2RG Bonanza N35 Huff, Jim 172.86 198.92 844 Texoma 100, 2011 4/16/11 FAC2RG Bonanza N35 Huff, Jim 172.87 198.86 13 Taylor 100 2007 5/20/07 FAC2RG Bonanza N35 Huff, Jim 172.69 198.72 123 Rocket 100, 2007 11/18/07 FAC2RG Bonanza N35 Huff, Jim 172.21 198.18 880 Lone Star Air Rally 5/14/11 FAC2RG Bonanza N35 Huff, Jim 171.92 197.84 162 Denton 100 2008 6/15/08 FAC2RG Bonanza N35 Huff, Jim 169.47 195.02 503 Taylor 150 4/11/10 FAC2RG Bonanza N35 Huff, Jim 168.64 194.06 84 West Texas 100, 2007 10/7/07 FAC2RG Bonanza P35 Berg, Mike 164.60 189.40 946 2011 West Tesas 100 6/18/11 FAC1RG Bonanza S35 Bennett, Bobby 193.49 222.67 517 Texoma 100 4/25/10 FAC1RG Bonanza S35 Jurskis, Chester 189.71 218.16 751 Tennessee Valley Air Race 2010 10/30/10 FAC1RG Bonanza S35 Jurskis, Chester 189.42 218.02 784 Rocket 100, 2010 11/20/10 FAC1RG Bonanza S35 Jurskis, Chester 188.73 217.19 835 Texoma 100, 2011 4/16/11 FAC1RG Bonanza S35 Bennett, Bobby 187.75 215.98 256 Grace Flight 2008 10/5/08 FAC1RG Bonanza S35 Jurskis, Chester 186.87 215.04 903 Memorial 130, Terrell, TX 5/28/11 FAC1RG Bonanza S35 Jurskis, Chester 186.61 214.75 904 Memorial 130, Terrell, TX 5/28/11 FAC1RG Bonanza S35 Bennett, Bobby 186.55 214.68 874 Lone Star Air Rally 5/14/11 FAC1RG Bonanza S35 Bennett, Bobby 186.10 214.16 1027 Indy Air Race 8/13/11 FAC1RG Bonanza S35 Bennett, Bobby 185.67 213.67 333 Texoma 100 2009 5/31/09 FAC1RG Bonanza S35 Jurskis, Chester 185.25 213.19 969 Big Sky Air Race 7/9/11 FAC1RG Bonanza S35 Bennett, Bobby 185.01 212.91 234 AirCap 200 8/24/08 FAC1RG Bonanza S35 Jurskis, Chester 184.21 211.99 590 Sulphur Springs 130 7/18/10 FAC1RG Bonanza S35 Jurskis, Chester 183.39 211.04 921 Big Muddy, Carbondale, IL 6/4/11 FAC1RG Bonanza S35 Bennett, Bobby 183.08 210.68 719 Grace Flight 2010 10/2/10 FAC1RG Bonanza S35 Jurskis, Chester 183.07 210.66 520 Texoma 100 4/25/10 FAC1RG Bonanza S35 Bennett, Bobby 183.15 210.62 521 Texoma 100 4/25/10 FAC1RG Bonanza S35 Gallaway, Mike 182.13 209.45 246 AirCap 200 8/25/08 FAC1RG Bonanza S35 Jurskis, Chester 181.42 208.78 299 Rocket 100 2008 11/23/08 FAC1RG Bonanza S35 Jurskis, Chester 180.66 207.91 338 Texoma 100 2009 5/31/09 FAC1RG Bonanza S35 Bennett, Bobby 179.93 207.06 592 Sulphur Springs 130 7/18/10 FAC1RG Bonanza S35 Bennett, Bobby 179.39 206.43 723 Grace Flight 2010 10/2/10 FAC1RG Bonanza S35 Bennett, Bobby 179.07 206.06 449 Grace Flight 2009 10/4/09 FAC1RG Bonanza S35 Jurskis, Chester 178.99 205.98 498 Taylor 150 4/11/10 FAC1RG Bonanza S35 Jurskis, Chester 178.37 205.26 593 Sulphur Springs 130 7/18/10 FAC1RG Bonanza S35 Gallaway, Mike 178.35 205.24 1062 Pagosa Springs 100 9/24/11 FAC1RG Bonanza S35 Bennett, Bobby 177.98 204.81 157 Denton 100 2008 6/15/08 FAC1RG Bonanza S35 Jurskis, Chester 177.84 204.65 842 Texoma 100, 2011 4/16/11 FAC1RG Bonanza S35 Gallaway, Mike 177.89 204.64 813 Taylor 150, 2011 4/2/11 FAC1RG Bonanza S35 Bennett, Bobby 177.58 204.36 540 West Texas 100 6/6/10 FAC1RG Bonanza S35 Jurskis, Chester 177.34 204.08 485 Rocket 100 2009 11/22/09 FAC1RG Bonanza S35 Bennett, Bobby 176.35 202.94 791 Rocket 100, 2010 11/20/10 FAC1RG Bonanza S35 Bennett, Bobby 175.68 202.17 142 Texoma 100, 2008 4/20/08 FAC1RG Bonanza S35 Jurskis, Chester 174.43 200.77 452 Grace Flight 2009 10/4/09 FAC1RG Bonanza S35 Bennett, Bobby 173.59 199.76 501 Taylor 150 4/11/10 FAC1RG Bonanza S35 Bennett, Bobby 172.28 198.26 454 Grace Flight 2009 10/4/09 FAC1RG Bonanza S35 Gallaway, Mike 172.08 198.03 552 West Texas 100 6/6/10 FAC1RG Bonanza S35 Bennett, Bobby 132.21 152.14 516 Texoma 100 4/25/10 FAC1RG Bonanza V35 Burgdorf, Dale 190.88 219.52 255 Grace Flight 2008 10/5/08 FAC1RG Bonanza V35 Burgdorf, Dale 188.15 216.52 135 Texoma 100, 2008 4/20/08 FAC1RG Bonanza V35 Burgdorf, Dale 186.49 214.65 838 Texoma 100, 2011 4/16/11 FAC1RG Bonanza V35 Burgdorf, Dale 184.61 212.36 875 Lone Star Air Rally 5/14/11 FAC1RG-T Bonanza V35 Polan, Don 184.44 212.25 297 Rocket 100 2008 11/23/08 FAC1RG Bonanza V35 Burgdorf, Dale 184.29 212.08 721 Grace Flight 2010 10/2/10 FAC1RG Bonanza V35 Burgdorf, Dale 180.43 207.63 156 Denton 100 2008 6/15/08 FAC1RG Bonanza V35 Burgdorf, Dale 178.39 205.29 120 Rocket 100, 2007 11/18/07 FAC1RG Bonanza V35 Burgdorf, Dale 175.89 202.41 698 Pagosa Springs 2010 9/26/10 FAC1RG Bonanza V35 Burgdorf, Dale 175.29 201.59 595 Sulphur Springs 130 7/18/10 FAC1RG Bonanza V35 Mitchell, Bill 174.39 200.68 345 Texoma 100 2009 5/31/09 FAC1RG Bonanza V35 Burgdorf, Dale 162.30 186.77 519 Texoma 100 4/25/10 FAC1RG Bonanza V35B Goss, Bob 184.80 212.51 335 Texoma 100 2009 5/31/09 FAC1RG Bonanza V35B Goss, Bob 182.45 209.97 160 Denton 100 2008 6/15/08 FAC1RG Bonanza V35B Haile, Frank 172.32 198.30 14 Taylor 100 2007 5/20/07 FAC1RG Bonanza V35B Albury, John 170.60 196.32 163 Denton 100 2008 6/15/08 FAC2RG Bonanza V35B Albury, John 169.25 194.77 263 Grace Flight 2008 10/5/08 FAC1RG Bonanza V35B Albury, John 165.60 190.57 83 West Texas 100, 2007 10/7/07 FAC1RG Bonanza V35B Drake, Mark 165.10 190.00