Bolter

Just a few of my highlights. I had my friend's 2 teen sons with me, and they were enthralled with the huge array of planes in one place, topped off with a bi-plane ride that made the trip in the Mooney boring in comparison (they slept the whole way back). The live brass was great and I think kept the mood up against the gray skies. Selfishly, I was pretty pleased with the results of the silent auction and I now I can provide noise cancelling for my passengers. Though I just focused on one item, the high standard of the silent auction items tempted me towards each one. ust another thanks for Friends of Oceano and Mitch and Jolie. Also, the effective and courteous ground crew volunteers. This was my second formal Oceano event, and I look forward to the future ones. -dan

Quote: scottfromiowa A knot or two, but there is a placard on the cowl flap control for speed max open. If you have a multi-probe temp system you will be able to see that you are fine with them closed in cruise. If it's not then you have a baffling or engine management issue.

This is for my J-model, but I don't like the noise of the cowl flaps when opened (full or trail position) at cruise speeds. If I can keep cool with them closed and adding more fuel or going a little leaner (depending on conditions), that is what I do. I figure that if I can hear the air hitting them open cowls, that they are probably being stressed. The speed impact is a secondary concern as I am still reveling in the massive speed increase over what I used to rent.

Quote: M016576 I wish my motor was ready and in 3891H: I love that airport! Be careful everyone and check the winds (and the windsock) prior to landing!!!

Quote: moodychief http://www.chartbundle.com/

While looking into the Niagara Falls special rules, I found that the FAA has all the AFD info online. However, it is an interactive tool, so you need have internet access to use it. I fly with a PC based table with Voyager which has most info I want at the touch of a button. I would like the AFD at my disposal on the same tablet because sometimes that is the only place you can find some info. Does anyone know where you can download an entire AFD for a region as a single .pdf or other file you can look up later when you don't have internet access? I found this FAA page: http://aeronav.faa.gov/index.asp?xml=aeronav/applications/d_afd Which leads to the AFD entries for each state (not region) which must be downloaded by each airport individually. -dan

The lates AOPA magazine has an article on the new FlyQ app. They state in the artical that the Android version is due this summer. As a used of the Voyager setup with a PC based tablet, and android phone user, I look forward to this too. -dan Quote: AustinPynes

Quote: stevesm20b Niagara Falls has Special Air-Traffic Rules. No flight is authorized below 3500 feet MSL. There is a clockwise pattern over the falls, and you have to broadcast your intentions and monitor on 122.05. Do not exceed 130kts. I'm not very far from the falls and have flown their many times.

During flight ops, my EGT's are pretty good (<20°F total variation). During ground ops, this is not the case. I am told by a wise A&P that the fuel injection (I have a J-model) is just not that well set up for the idle conditions. So it is prone to being unbalanced and a running a little rough. Certianly consistent with what I feel and see on my JPI when on the ground. -dan

Quote: Bnicolette I guess I'm really gonna have to give this LOP a solid try. I have played with it before and know my plane will run there with no issues, but never paid much attention to the speed loss. Mike says he loses 10 kts and Byron, you say 5 kts.. Which one is typical and what should I expect? Thanks all.

Quote: jnisley I have the Ram yoke mount, with universal holder, it works good. One thing to consider when buying mounts/kneeboards/cases is cooling, on my last trip (April) I had my iPad 3 overheat and shut down briefly (1-2 minutes) about three hours into the flight, it was cool (upper 30s) so I had cabin heat on, but the sun was shining directly on the iPad and it got quite warm. To cool it off I removed the Apple smart cover, opened the pilots side vent and adjusted my visor so the ipad was shaded, it cooled off quickly. I flew a lot of trips with my iPad 1 and never had it overheat, it seem like the iPad 3 runs hotter then the iPad 1 but the processor is faster.

I recommend the escrow service. I paid my share direct to the seller as a cashier's check. They called the escrow to state they received what was due and that the deal was complete. Escrow released the remaining funds. Note that you do not need to pay for a title search service with the escrow. At least with Airfleet, a title search was completed as part of their loan investigation. While they can't give you the report on the title search, you can be sure that if there was any lein or questionable history, they would not be giving the loan. A side note on Airfleet. I had a good experience with them as a first-time buyer. They were very helpful and beat AOPA/BofA rates by a little bit. I was also biased towards them as they were the Mooney factory financing so they are very familiar with the aircraft we are interested in, and have worked with many of the major Mooney dealers before, which can help when something is not going smoothly. -dan

Quote: allsmiles That escort plane in the background with the charactreristic "backwards" tail...what model Mooney is that??

Quote: Cruiser 53e22144 minus 53e19600 equals 2544 Sorry, couldn't resist

Quote: dsimes We left Calgary on Friday the 13th at 4 pm after the snow plow cleared out the front of the hangar. Eapis and paperwork was all filed. We poked through the Rockies into the Elk Valley by Elkford, then into the Columbia Valley at Creston, BC. We were bang on our estimated border crossing time and 7 minutes late into KGEG, Spokane, to clear customs. I understand there is a 15 minute window for customs.

Quote: DaV8or I think the claim of a speed increase is complete bull. The one piece belly is for conveniance only. There is also a one piece out there, I don't know which brand, that adds protection to save the gear actuator on electric gear planes in the event of a gear up. I would not buy a one piece hoping to make my plane faster. I'd like one, but the price will have to come down first.

Quote: galt1074 Folks, Does anyone here have the Seattle Avionics SkyPad 1,2, or 3? What about the Chartbook? I know a lot of people have and love iPad and Foreflight but has anyone had Foreflight and another system and could tell me the advantages and disadvantages? I think I'd rather have the SkyPad because I'm used to Windows, everything at my military flying job is Windows, and I don't like the idea of being chained to iTunes. I've searched through the Forums a little for "EFB" and gotten some decent stuff but very little on the Windows-based systems. Thanks for the inputs! Greg

Quote: jetdriven So, update, we used the nuclear approach. It takes fluid readily now. I charged a pressure pot to 60 PSI and ran two quarts of fluid through from the bottom up. I even loosened up the master cylinder and bled some fluid out there. We are getting NO bubbles now, but the pedals still travel quite far and I dont think its possible to lock up the brakes. I am at my wits end with this thing. Any ideas?

Quote: Skybrd I was at Porterville last Saturday and saw a clean RV-6 airplane. I asked the pilot what engine it had and speed it ran. He had a Lycoming 0320 that was producing 160 hp and I think he said it would do 160 knots. I noticed that it didn't have retractable gear but did have wheel pants. My question is: can that airplane outrun a Mooney 201 that has higher horsepower and retractable gear. Do you know if there has been a race to vertify who is faster? I would think the Mooney would go faster.

An excellent read! Thanks for the detail and effort. -dan Quote: Shadrach Sorry for the novella... Hope this helps.

Quote: jwilkins I'll be the first to admit that I am not on the cutting edge of technology, but, in my opinion, SLA or 3D printed parts will not yield the strength, tolerances, or finish we need for this application. Could be wrong, often am, but that's what I think today. Jim

Quote: KSMooniac Dan, you've got it correct and this is where I usually make my plug for the Advanced Pilot Seminar course so you can learn all of this stuff efficiently and correctly. Ross knows it, and manages his engine accordingly and probably cruises high enough that he isn't making tons of power, so that helps in terms of giving a broader range of mixtures that are not harmful to the fatigue life of the engine. In your example, if you run 29" of MP in J then you're pretty much screaming down the beach close enough to count freckles on the people, and your CHTs will vary based on OAT and your mixture setting. It is theoretically possible to imagine a very cold day and a 10 dF LOP setting that still gives you a CHT reading of 380 or less. This is NOT a good setting due to the high peak ICP that Ross mentioned, even though the cylinder is relatively cool. High peak ICPs are not good, especially if they're combined with high CHTs (think bad, and more bad). Running 29" is very close to full power (presumably RPMs are dialed back a bit) and you should be in the 150+ dF ROP or 70+ dF LOP range so keep those ICPs down to something reasonable. As you reduce power (either by pulling MP back, or climbing higher) then you can set it less ROP or less LOP, and by the time you get to 65% power you can set it anywhere you wish and you won't be producing high enough pressures and temps to do any long term damage. This describes the "red box" as coined by the APS crew and you want to stay out of the red box.

Quote: Vref

Quote: Shadrach I did a lot of short hops over the holiday. The weather finaly cooled to sub freezing temps on Christmas eve. I noticed that at between 30and 20 OAT that keeping all CHTs above 300 was a challenge. These were high pressure days (30.2X") so I was able to pull ~29" at 3500ft with the ram air open. At 15 LOP CHTs were: #1 274 #2 309 #3 312 #4 299 At that power level, I would have preferred to be around 30 LOP, which is where I started, but there's something disconcerting about seeing everything under 300df with the lowest in the mid 250s and dropping. In order to get everthing into low 300s I needed to run between 20 and 100 ROP, which is not something I want do at 29 inches. I know that the CHT gauge bottom of the green arc is 250 or 275 ( I forget which), but it just seems oddly cool. I did a fair amount of baffle work during engine install last spring which may account for the cooler than typical temps. Cowl flaps make little difference in cruise, maybe 10df on CHTs. I verified they were closing to specs. Anyone else see this or consider it a concern. With the mid teen temps of Jan and Feb approaching I am concerned that this will be even more of an issue.

Quote: jetdriven The above was me: posting system error. Sorry Jetdriven. -dan