Basic Member
  • Content count

  • Joined

  • Last visited

Community Reputation

193 Excellent

About pinerunner

  • Rank
    Won't Leave!
  • Birthday 05/03/1956

Profile Information

  • Gender
  • Reg #
  • Model

Recent Profile Visitors

791 profile views
  1. '64 M20C crosswind limitations?

    There's one thing all the naysayers (concerning your transition from C140 to Mooney) didn't take into account. As someone who started out in a conventional wheeled aircraft you were already well on your way to being a real pilot.
  2. A few years back I got very interested in the Sandel HSI's after reading about the 3308 capabilities. I liked the idea of having multiple navigation in puts into one display and having it linked t a magnetometer. But the newer Sandels were pretty expensive, especially after installation, the older 3308 needed a bulb change every year and the installation for it wouldn't be cheap. Once the electronic displays showed up a couple years ago I've been watching them and licking my chops. The L3 ESI 500 was in the lead because it both allowed magnetometer input and navigation input. Garmin's G5 didn't so it was out. Now Garmin fixed that so magnetic input and a single nav input from a Garmin-approved list can be used and it can be switched from the main mode (like souped up artificial horizon) to an HSI mode giving navigation and heading. They'll be hard to beat but I hope the other companies try. They had said we'd have to wait for the FAA approval but here it is. Could it be the FAA wised up and fast-tracked something that made so much sense? Too bad it only allows one nav input but other than that it's got everything I think I want.
  3. Garmin G5 Review

    Do you realize if you tie a yellow ribbon around the antenna right in front of the windscreen you get an AOA indictaor!
  4. My 64 M20E has a zone between 1950-2450 RPM with its upgraded prop (no AD, called Hartzell to see if the restriction still applied and they gave me one that was slightly different). I pretty much stay away from that zone and go through it quickly. For landing I pull the power back until it goes out of governance (with prop control full in of course), then lean until slight drop in RPM and then enrich a little (I lean to peak at very low power settings). Then I drop to 1950 RPM to get to under 120 MPH and put the gear down and that initiates descent. I have 1950 RPM and under to play with while descending and if I really need more power I go up to 2450 RPM. They didn't say anything about a low RPM warning zone for my set-up. If I really needed the power I'd get at 2250 when out of governance then I'd use the prop to regulate it down to 1950 RPM and then add manifold pressure, but I haven't really needed that. I go full rich on base leg as a habit so the inspector won't freak when I take my instrument check ride. I do believe in Jonh Deakin's advice that you get in the habit of touching all three controls when making a power increase, but old habits are hard to change. Funny that when I bought it I wanted a COMPLEX aircraft. Now that I've been flying one for a while I try to find ways to make it as simple as possible.
  5. I actually did take off on one mag in a J3 cub when I was a student. I'm fairly sure I had checked it but that was just when it decided to fail. It was a 2000 foot grass strip with trees to clear and it sounded different and barely cleared the trees instead of easily cleared the trees. I was really glad for dual mags.
  6. About time I fessed up

    I'd like to thank you very much for this post. I was raised with bush flying and it's natural that I would be considering just how short a strip I might go into and how to go about it. Obviously speed control is everything and it's that Mooney's would be trickier than a Super Cub, but I had no idea that it could be so easy to have a prop strike as long as you touch down on the mains first, which I understand you did. I routinely use 80 mph in final and slow down to about 75 if I'm going into a shorter field. I've also used forward slips at 90 mph if I'm too high but I haven't explored just how much slower than that I can bring that technique into play. If a freak wind shear isn't the culprit I have another explanation. I think you might have been the victim of an accelerated stall. While I've seen top seaplane pilots skim the trees, drop the nose with full flaps, and flare dramatically to get into short lakes (or even just to save time taxiing back to the dock). I don't think the laminar flow wing on our Mooney's is so forgiving of a sharp pull-up at low speeds, though. With the forward slip you generated more downward momentum than usual and maybe you waited just a split second too long and had to pull up and flare aggressively enough to force the stall. Your experience reminds me that I'm not flying a Cessna. Someone with an AOA indicator could test this out nicely, at altitude. A G-meter would be nice too, or just have your wife sit on a scale and read off the numbers.
  7. When do you retract flaps after take-off?

    It's a spin-off of the original thread
  8. Directional indicator drift

    I hadn't heard this. Could you expand on it. I think I've seen my compass get off on east west headings, but assumed ti was because of acceleration. It would be good to know if it were common and even expected. I've been thinking about remote flux gate based solutions but haven't been able to find lower priced versions.
  9. N370MM NTSB Final Report

    A personal blood oxygen level meter would have offered a way to catch this. They're apparently not very expensive and fit over your finger. You might even be able to rig one up so it sets off an alarm (Sleep Monitor CMS50FW by Contec) if it goes below a certain level. If I mess with higher altitudes I think I'll get one.
  10. pattern etiquette question

    This can get a little tricky and be a thorny issue. I think the FAR's are written to allow pilots at uncontrolled airports to use their brains and work out the most sensible solutions between each other. I recall being on downwind with our local instructor and hearing a King Air call in that they were on final for an RNAV approach 5 or 10 miles out (I forget which but the idea is I thought they were way out) so I figured I should finish my landing since I had already announced downwind. My instructor, who was very familiar with the various users at 2B7 told me I clearly had no idea how quickly a King Air would eat up 5 miles and had me extend my downwind and all worked out well. It's not a one size, one rule, fits all, business. Some uncontrolled airports have feeder airlines with serious jets coming and going a couple times a day. On the way back with my newly acquired M20E I stopped at Ellis arifield (uncontrolled) near my son's Marine base to lay over with him for a couple days. As I approached I heard a Delta flight call in that they were on final. I didn't want to mess with them and told them I'd just circle around a bit until they were done. They came back and said they were far enough out and I should go for it. So I turned base a little early, adjusted my final and landing so I would end my landing roll right next to a turn off and get out of their way. It all worked out fine. If I had forced them to go around I would have inconvenienced a hundred people and cost Delta a bunch of gas money. An old Piper Cub with no radio would have a perfect right to go into that airport but he would also have the responsibility to do his homework, keep his eyes peeled, and not cut off the other traffic. I think the Delta pilots know this and have their eyes peeled when going into Ellis. I should hope so. Some of my non-flying friends couldn't believe that an airline would be going into an uncontrolled airport. I think professional levels of behavior at both ends of the spectrum can make it work out fine. The attitude where you figure out when you have the right of way and then insist on it and even fight for it can lead to trouble.
  11. When do you retract flaps after take-off?

    I have an older M20E (1964) with manual gear and Maximum flap extended speed of 100 mph. I get the gear up soon after liftoff before the IAS gets past 80 mph. The flaps follow immediately after that before the speed has a chance to get over 100 mph. Once I'm sure I'm going to clear any obstacles (I haven't needed maximum angle of climb) I want to have the nose just below the horizon for better cooling and so I can see better. That puts the IAS over 100 and gets me great climb rate. From longer runways I just leave the flaps up for simplicity.
  12. Virginia Accident

    I didn't know that houses made good shock absorbers. I wonder how you can identify the soft squishy ones.
  13. Nicest E ever?

    100 grand would spiff mine up pretty nice. I'd like to know what he finally gets for it.
  14. Aveo engineering wing tips

    If I bought these for my 64 E Model it would make the rest of the plane look old. So I would have to upgrade the cowling to a LoPresti (gotta have an Italian name in there) so i would have a balanced self image. Probably glass panel would follow and a Ferrari (or maybe a Bugatti, which sounds Italian but is actually made in France, or to be a bit more frugal a Guzzi motorcycle). Wake me up if I start drooling.
  15. CHT QUESTION / IO360

    I agree. When I first started trying LOP I found that the EGT's started to rise again if I leaned it too much. The only explanation I can come up with was that the the fuel/air mixture was still burning when it went out the exhaust. Totally wasted calories so lower fuel efficiency expected. My GAMI spread isn't very good; number 1 is the last t go lean about 0.5 GPH as I recall. That's why I have my spread of degrees LOP so low. I never try the Wide Open Throttle LOP thing where you just use the mixture to get your LOP power. It runs too rough. At very low power settings I set it close to peak. It basically amounts to the old "lean to roughness then enrich until it smooths out. I like to think about this stuff but when I'm flying I want things as simple as possible.