chrisk

Hey, I have working KR87 with indicator that just came out of my plane. Maybe there is some hope!

I enjoy seeing a passionate argument on technical issues. For me it crosses the line when the personal insults start flying, or when the technical argument becomes a mantra.

I think it is a nose gear shimmy damper. You can see it in the drawing for SB 202. http://www.mooney.com/images/pdfs/sb-pdf/sbm20-202.pdf

I had an email in my inbox this morning pointing to a M20J. I'm not in the market, but I am curious if anybody knows this bird. Looks like it has not had much use in the last 3 years and older avionics. http://aircraftownershipsolutions.com/ad.php?t=N201NZ

I'm thinking of getting a Emerging Lifesaving Technology 406 Mhz with built in GPS when it's time to update the battery on my old ELT. I'm just curious how easy these are to install? How many hours am I looking at? Any other good choices?

Doesn't used aviation oil have a lot of lead in it? I wonder what it does when you burn it in your boat? Is it any different than solid lead used for fishing? Not trying to be critical, just wondering if there is a difference.

I'm no expert here, but my understanding is there are two frequencies in use 1090 MHz and 978 MHz. If above 18,000 then you need 1090 MHz. Below 18,000 then 1090 or 978. If you have an ADS-B receiver that only gets one frequency, then you are missing some traffic. --And then there is the issue with waking up ADS-B transmitters. I assume if a 1090 aircraft wakes up a transmitter, then it only transmits on 1090.

The KT74 looks nice. However I recently upgraded my transponder and went with a Trig TT31 connected to a GTN650. Probably not yet legal for the mandate, but I'll take the risk that Trig eventually gets the TT31 approved with the GTN series. If not, I'll add the FreeFlight WAAS See http://www.faa.gov/nextgen/implementation/programs/adsb/media/Avionics_status_&_upgrades_03Jul13.pdf

Now I agree with this!

I'm not sure I agree with your estimate of 2/3 of your time managing the engine during the most critical phases of flight. What are you thinking needs to be done? For me, a go around or missed approach is the busy time. Mixture should already be rich. Prop should already be at max rmp. Whats next: add power, step on rudder, check MPs push nose down, trim, wheels up, more trim and more trim, check heading, check speed, check MP, flaps up, cowl flaps open, check heading, speed, MP again, make radio call. Then more trim. Once you get the feel for the throttle, the MP checks are just a quick glance. --And doesn't the Bravo have an automatic wast gate, so you can't over boost the engine? Which would make it the same as any other Mooney, except for the ones with carb heat. Now, I might agree that managing the engine takes 5%, at a time when you have a 95+% work load.

I went the route of spending money on getting an IR, and 10 hours in a Mooney before I bought my 231. My insurance is around $1600 per year, and I have less than 300 hours. Hull value is around $75K I went through AOPA.

I see your already distracted!

What is the guidance for an emergency landing and gear up/down? Water is obvious, as is pavement. In between is not so obvious. I can't honestly say what I would have done with a corn field.

Reminded me of the color scheme on my plane. Not a pleasant thought!

http://www.useakayak.org/references/hypothermia_table.html

Sort of makes me glad I didn't sign up for the pre-purchase program.

Interesting comments "About 4 seconds prior to touchdown, the plane's pitch was about 2 degrees nose-up, the NTSB revealed. When the plane touched the runway, it was pitched down about 3 degrees, it said."

But if you need an overhaul and a new prop, its not that much more

When I first started looking at buying a complex plane, a Comanche was on the list. After reading the following it was off the list. http://www.aopa.org/News-and-Video/All-News/1997/November/1/Piper-Comanche-Safety-Review "The Comanche singles racked up an astounding 17 accidents per 100,000 IMC hours" http://www.aopa.org/News-and-Video/All-News/1995/October/1/Mooney-Safety-Review "The IMC accident rate per 100,000 hours for the Mooney is just a little over half the accident rate of the other retractables (5.91 versus 10.14). It's even better for instrument-rated Mooney pilots on IFR flight plans, at 1.89 per 100,000 hours versus 4.97 for the comparison group." and "The statistics show Mooneys are involved in overshoots twice as often as the comparable aircraft. The good news is that in the decade we studied, only one pilot succeeded in putting a Mooney down short of the pavement — a unique, if dubious honor. The solution is very simple — learn to control airspeed."

This is what I did when I bought my plane. I looked at the capabilities of all the planes, the cost to acquire, and the fixed cost to operate. For capability, a J, K, F, or E worked for me. When I looked at fixed costs to operate, it was clear the purchase price of the plane didn't matter within reason. I'd claim it largely cost the same to own and operate a J (and maybe a K) as a G and the J or K give more performance. In the end I ended up with a K (231), but I also would have been happy with a F with modern avionics and an autopilot. And I hope I don't offend anyone, but I'm curious why someone would buy a G. Slower than a C, the same fuel capacity as a C, and priced not that much less than a F. Maybe it made sense in the 70's? Or maybe a great deal on a known plane?

The deviant side of me is wondering what sort of defense Boeing will use with the slides opening on the inside of the plane. I'd probably claim the plane didn't comply with the type certificate, as the airline removed the tail. And now the airline is responsible.

It's real. See page 1-10 for a picture in a plane. http://www.oy-bbw.dk/arkiv/PA-28%20Cherokee%20A%20Pilot%27s%20Guide.pdf

Is the Arrow /PA28 the plane where the break fluid reservoir is an old can?

I love the animation. It should have been obvious they were below the glide path (if they looked at the PAPI). And they were slow. Not a good place to be.

All I can say is that its lots of fun dealing with people. When I was looking for a plane, there was more than one where I walked away because some one was too quirky. One was a doctor from the mid west. We had a brief discussion on the condition of the plane and agreed on price subject to a pre purchase inspection. After 2.5 months of trying to arrange the inspection and getting nothing but excuses, I moved on. --He was always to busy.