Bolter

Quote: kortopates

The way I understand the Mooney's unique trim system is that the entire tail is moved so as to move the angle of attack of the horizontal stabilizer such that the pitch forces are neutral. The elevator surfaces are used to input a pitch up or down from the neutral position you have created. Keep in mind that the horizontal stabilizer is a wing, just a small one. The lift it creates is meant to balance the pitching moment of the plane around its CG. The lift or downforce is dependent on the angle of attack and air speed. For a given airspeed at a constant altitude, there is only one angle of the stabilizer that will create a zero pitch condition. The trim system lets you set the stabilizer for that condition, rather than create a new drag inducing force to counteract the existing forces. Other planes use a drag inducing trim tab to apply a force to the elevator such that it holds a position that gives the impression of neutral forces at the controls (ex: Bonanza). In reality the trim tab is forcing down the elevator, and the horizontal stabilizer is creating a pitching force in the opposite direction. Drag, drag, drag. Some planes (ex: small Cherokees) use stabilitators so that the elevator and stabilizer function are in one adjustable wing. It still uses drag inducing tabs to hold the surface at the angle that creates zero pitching forces. As an interesting experiement, you can fly a Cherokee with a maximum aft CG and get more speed from the plane. The reason is that you require less trim in that condition, so the plane has less drag. FOr my 201 with the 200 HP engine, lack of a rudder trim is not surprising. The forces are not that big, and the plane is balanced out perfectly at speed. For the higher power Mooney's, I don't know what the rudder forces are like. If anyone wants to offer a free ride in an Acclaim or Ovation so I can find out in the name of science, let me know. -dan

I also have trouble thinking of a reason to extend flaps at higher speeds during take off. If I am already getting to cruise climb speeds, I don't need the flaps anymore. For slowing down, I drop the gear, and don't use flaps until established or when initiating descent on downwind. I interpret the VFE speed as the max speed to fly with flaps extended, or to actuate the flaps. There is a precedent that the speed limit to extend the flaps and the speed limit for flaps already extended can be different values. The landing gear is that way. Retract at 105 ktas, but you can leave them down and fly at 132 ktas. If you somehow forgot the gear and were at full throttle, you would need to slow down to actuate the gear, then accelerate back up. -dan

My VFR tracks show up on flightaware at random, it seems. A recent trip from KWHP - KVGT shows up part way through the flight, for example. When I call ground at a towered airport, I request "taxi to active". With multiple runways, despite what ATIS may say, the tower may want you at a different runway to meet their needs. If I specify the runway, when I don't have a preference, I may be inadvertently delaying myself or messing with tower's plans. This is how I was trained, but it also makes sense. Once assigned a taxi clearance, I adhere to strict discipline of stating the runway number with each call. With non-towered airport, I always call the runway number in the calls on CTAF. However, when clear, it is just "clear of the runway." -dan

Quote: rbridges which kit did you use? I saw a few at autozone that were in the 20-25 dollar range.

The plastic landing light lens on my '83 J model was distinctly hazy when I bought it this year. Being who I am, I thought I would try to save it rather than replace it. I tried wet sanding by hand and was unimpressed with the results. So I used one of the kits from the auto parts store, using my drill with the included attachment. The result was a crystal clear lens again. I figure that this not only helps with seeing and being seen, it is keeping down the heat on the lens to help it last longer. Two purposes for sharing this. First, I could not find any reference to this with a forums search, so this is to let people know it works really well if they have the same problem. Second, is there any reason not to do it (be gentle with me, I am relatively new to the forums). thanks -dan

Just brainstorming without any research on what links oil to starting. Perhaps a little bored tonight. Could the governor be taking too much time to fill, leaving too much air drag on the starter? Maybe a similar idea with the oil pump pumping dry for a few revolutions that takes power out of the starter? Either would be noted as slower turning of the prop. Could you get extra compression from draining from a warm engine and refilling with cool oil that takes a little longer to equalize the internals when you start? Is the engine still warm from bringing it in and you are doing your cold start procedure? If you did not do the oil change yourself, is the A&P also checking something else that could be introducing air in the fuel lines so that you are are not as primed as you think you are? No promises that these make sense... -dan

I have a friend who learned to fly in Indiana, and most of his training was on grass strips. That was his idea of "normal" before coming out here. Out here, in Southern California, we tend to have nice paved strips. Therefore I have a natural aversion to landing off-pavement, more so since getting a Mooney with gear doors so close to the ground. But I am curious to learn more (perhaps in a rental). So an open question to Mooney pilots in SoCal: What grass strips has anyone tried around SoCal in their Mooney, and would they recommend it for others? -dan

Quote: mjc The moral of the story is: it doesn't matter how long the restaurant has been there, call them anyway.

It may not be as intended, but I had two study modes. One was to learn, the other was to pass the written exam. To pass the written exam, I ready study guides and did repeated practices tests (Gleim) until I was getting always better than 85%. The testing was more useful than the study guide. I found that I kept making stupid errors, and under the pressure of the real exam, it would only be worse. I got something in the 80's, later. This approach has you learning the questions you will get on the exam, which are not necessarily up to date or applicable to flying. There is a limited pool of questions, and you will find that you will eventually see most or all of them, and have learned all the correct answers. Like some others, I read the Machado IFR book and the FAA IFR book to actually learn beyond pure memorization. I expect timing is relevant, but having only done this one way, I can't make a real recommendation. But this was my chronology, YMMV: flight instruction plus Machado and FAA reading for about 5 months cram for written exam with practice tests for about 2 weeks then take exam check ride within a couple of weeks Sat around waiting for low ceilings (can take awhile in LA) -dan

When I planned the tirp, I expected to be flying in IFR, what with the Seattle weather reputation. As it was severe clear and sunny, I opted for VFR with flight following. I looked up the Harbor Visual 13R. That is pretty much the routing I got from ATC, except it turned into a downwind for 31L instead of straight into 13R. I think that you can usually rely on CLay Lacy, Signature, and Millionaire type places to treat you well, though many poeple have preferences even at this level. It is the "little" guys that need the personal reports from us. Especially if they save you money! :-)

Just to close the discussion, this is a summary of my Seattle trip, as may be useful to others. Airport: I went to KBFI (Boeing-King County Field) Other than the east side parallel taxiway under construction, everything is good. I got to see a brand new 787 taking off as I was on downwind to land. Very cool. There is an aviation museum that I did not get to go to, but it looked to be impressive in size. FBO: I took her advice and went to Aeroflight. They were not fancy like some high dollar jet stops, but everything was good, though somewhat disrupted by the construction. Fuel was cheaper than the other FBO's and parking was free for the entire stay with a fuel purchase (scheduled 4 nights, but I left a day early). Nice pilot comforts such as the planning lounge, refreshments, couches, etc. Also, they don't move your plane if ask to keep your spot. Important for we Mooney owners who fear for the vulnerable front linkage. Airspace: I was able to get Class B clearance arriving and departing, just for asking. Controllers made it easy to find my way around, but I was fortunate to have clear and sunny everyday I was there. Watch for traffic low over the city either giving tours, heading to the nearby float base, or coming to KBFI with you. I saw several planes in the air everytime. Scenic route: Never got to try it. Looking at the terminal area chart, if you stay below 3000 you can fly over the water and past all the good spots without entering Class B. A GPS certainly helps here. -dan

And the forecast is for unusually clear and sunny, which is the best you could hope for when going into Seattle for the first time, IFR rated or not. The login name and avatar are based on a vague joke. In Stephen King's "The Stand", the character "Tom Cullen" was, to be polite, "slow". His trademark was "em oh oh en" spells Colorado," or anything else he could not spell. He was so close to spelling Mooney, I figured he deserved some credit. (:>) I looked up W55, the landing area is certainly long enough, but I think will stick with KBFI due to the proximity to downtown and increased chance of reusing the plane for the trip home. ...-dan

We will be flying to Seattle for 4th of July weekend. I would appreciate some tips from any members who live or know the Seattle area. My first questions are about airports: We are staying at a downtown hotel, so I was planning on going to Boeing Field (KBFI). Does this make sense? Do you have a preferred FBO? Second: Is there a "canned" scenic tour route you can ask the tower for? For example, in San Francisco you can ask for the "Bay Tour" and that is a specific route over the bay and the bridges. thanks, -dan "em-oh-oh-en spells Mooney"