aviatoreb

Here is the picture.

Quote: jlunseth Bruce Yaeger recommends isopropyl in the talk he gives at the ppp.

Quote: N6719N I used to fly to DC and Dayton all the time on business. Always coming and going too quickly to see the DC museums, but once had a layover in Dayton due to flight cancellations. Thanks go out to whoever cancelled that flight and caused me to spend another night, and the opportunity to see the museum. It was AWESOME!!!

Quote: mooneygirl That does sound like the best lay over ever! Plus I think we need to support our flight museums. Although it isn't talked about much, they are another way to promote [for the most part] general aviation. It was just in the cards that you were supposed to go to the Air and Space museum! What fun

Hello from Brazil! On Saturday - I Friday eve I was supposed to fly to Brazil from Hartford connecting through Dulles in Washington. The hurricane was already making havoc on the air traffic and so my flight ended up getting delayed until 3:50pm on Saturday. I got here eventually... It wasn't such a bad lay over since I have been wanting to go to the national air and space museum at dulles airport for years. Like 15 years. I have been to Dulles many times during that period, but always in a hurry to get to my business in DC or to get home to my waiting family. Well this time here I was (with my wife) at Dulles for most of a Saturday with not much to do and unlike usual during a lay over, I was down right excited about it. It is an amazing museum and I highly recommend it. Just a whole bunch of historic and current aircraft laying around and hanging from the ceiling of a HUGE hangar. All in perfect condition. I saw amongst many in no particular order: a Wright flyer, the concorde (full sized retired super sonic jet), the SR71 (again full sized), a space shuttle (FULL size - and believe me it is amazingly huge in person!), a gemini rocket capsule, a rocket back pack, the Enola Gay, a Grumman Goose, a Rutan Quickie/biplane thing with front fairing/wing/landing gear thing on the front, a Patty Wagstaff setup airplane, a Nemesis speed racer piston airplane - much smaller than I thought but FAST looking, an airplane that was that James Bond/Coors light mini jet, and lots lots lots more. Too much for words. I also so one of the several IMAX movies, this one called legends of flight about the Boeing 787 project. I wanted to see the fighter pilots movie but time ran out. And the full motion fighter pilot simulator was cool. I was truly sad and disappointed when my lay over was over and I had to go since I had only seen a fraction of what was there in the 4 or 5 hours I spent in the place.

Quote: Mazerbase I believe there is a small amount of water suspended in the fuel. I also believe you need to be very cold for it to be a problem. I have flown in -40 at altitude and not had a problem. So, by very cold, I mean substantially less than that. It seems unlikely you will encounter those temperatures even in upstate NY. Alaska might be another story.

Quote: carusoam I read about changing the fuel rings to SS. Getting ready, I bought new fuel caps from Lasar. By the time I went to get the fuel rings changed, I sold the plane. It was time to invest heavily in that one or put the money in the next one.... -a-

Quote: testwest Hartzell says 2-4 knots, and I'll confirm that! What I need to get you and everyone else excited about is participating in the data gathering for a Benchmark model of the M20J (and, for carusoam, the R). Once the baseline airframe is fully modeled, the old McCauley prop model can be removed and the new model for a Hartzell BA (or an MT, for that matter) can be put in for a comparison of performance increase (or decrease :/ ) across the entire envelope. Everyone always asks what a performance increase will get for you on top speed. I have always maintained that the performance increase should be measured by the max attainable CAFE score, instead. That has never been easily done with an accurate model.... until now. I can't tell you how jazzed I am at discovering Benchmark. For KSMooniac, you don't have to be a Mac guy....you just have to know one. ;-). Please write to MT or look in your documentation for a specification called "blade activity factor". They will know what it is.

Quote: carusoam EB, Interesting question. I do not use any fuel additives. I mainly fly the NE region. My tanks do not allow moisture in. My M20C could not keep moisture out. I have not had any moisture or ice issues with fuel. On the other hand, I have cancelled two flights for having ice in the spinner. Where was the prop pastie then??? -a-

Quote: jetdriven the Mooney Service and Maintenance manual mentions anti-icing additives. They are real strict as to what and how much.

Quote: carusoam >EB, Nice of you to figure out that aviatoreb stands for EB - short for Erik Bollt btw. Hello. >My simple Garmin portable can be programmed for height above airport and distance away. No inflight calculations required. I think my set points are 400fpm, 1,000ft above, 3 miles out. My retro IFR GPS can set a descent angle (requires inflight calculation, I can't find a usefulness for this feature). Which model do you have? I have an Aera now as my handheld/backup. Actually, until recently I never even heard of VSR. This is my first plane with WAAS gps - 430W - and I didn't even know there existed a VSR function until one day my CFI showed it to me. I will look to see if I can configure my Aera to do as you describe. >Garmin allows me to arrive at TPA a few miles out, in order to slow to proper speeds. What does TPA stand for? >Like JL points out above, variations in density, power output and speed will make it near impossible to set a vertical velocity and keep it there. In VMC, you want to be looking outside, and not overly focused on the vertical speed. Agreed regarding eyes outside in VMC. This being my first turbo I am struck with one major difference as compared to decent in a normally aspirated which keeps gaining MAP as it descends thus decreasing decent rate and so requiring constant throttle decreasing to keep going down. The turbo is nice as it maintains MAP going down as well as going up.

Quote: flyboy0681 It sounds like a lot of people here are having trouble determining when to start coming down. Am I the only one that uses the Vertical Speed Required (VSR) feature on the GPS?

Does anyone here use fuel additives to their tanks to prevent fuel line freezing? How is that for a dog-days of August question? If so, what do you use and when? If not, then why not? Just thinking forward to winter in my new to me turbo Mooney. Here in the the far North of the USA, we sometimes get day time high temps in the minus teens, but often in the single digits - on the ground. And of course colder at altitude.

Quote: carusoam EB, the reviews are at the App store (iTunes). See if you can find my review there. My first review of an older version was not very nice. Best regards, -a-

Quote: carusoam People are saying the synthetic vision is causing crashing.

Quote: AustinPynes I am watching and will just take a day or two more off if needed. So far Monday is clear but we shall see. Worst case I hangar her in Texas and fly back an other day.

Quote: AustinPynes 1. First plane purchase - 65k 2. Insurance - 1700 3. Hangar fees - 260 month 4. Transition instructor - 300-350 5. Airline tickets booked to fly there - 300 6. Rental car and hotel booked 300-400 7. Hurricane Irene hits the Carolinas the same weekend I was supposed to fly her home - priceless

Quote: jerry-N5911Q Richard Collins years ago wrote an article where he evaluated the cost of flying for a bunch of GA aircraft, and he found it came it came to, on average, about 3x the cost of fuel. Gas was cheaper then, but so was everything else; the estimate probably is still valid today. So an older Mooney burning 10 GPH at close to $6 per gallon -- the rule says the total cost of ownership is ~$180 per hour. At 100 hours per year, yep, $20,000 sounds about right. That does not include upgrades, but should cover maintanace, insurance, hanger, taxes and other "unexpected" items that you can count on to crop up, every year. In theory it is cheaper to rent, but where can you find a good rental aircraft?

Quote: Mazerbase We haven't really mentioned the safety factor of renting someone else's equipment. Will it be well maintained? Will it have the backup systems you want? Will it have the stuff you had in it the last time you flew? Did the last guy bend something when he landed hard on that last practice landing? This list can go on forever. However, I don't think it works out cheaper unless you fly a lot of hours every year (over 200 would be an optimistic starting point). I like knowing what happened to my plane last, what is in it, and how it is maintained even if it does cost a lot more.

Quote: docket I dont wanna know -- it would not be pretty. I just fly.

Quote: jetdriven There are pilots on here on IFR flight plans in airways and had planes pass opposite direction above and below, no alert. Be careful depending on those things.

Quote: N9937c If you compare modified Mooney to a stock Baron, You simply must compare a HARPOON to a Rocket. Google Harpoon and you should come up with a 58 with a Walter turbine. Still LOVE my Mooney! larry

Quote: Shadrach Aviatoreb, Just so you know, Dr. Reed is not a "Johny come lately" to this forum or others. He's owned a number of Mooneys, most recently a TN'd 67' F model which I'm sure he'd still proudly extol the virtues of for the right mission...new Baron ownership not withstanding.