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Skywagons.com, LLC
United States
Приєднався 10 чер 2016
Skywagons.com, LLC is the premier aircraft sales specialist. Watch and learn with Mark and Kerry and view our virtual walk-arounds with our new aircraft here. We also demonstrate techniques and performance used for the particular mission or aircraft type.
STOL Kits
This video covers STOL (Short Take Off and Landing) Kits that can be added to a wing to produce more stable flight characteristics at lower airspeeds.
Covered are the Sportsman, Horton and Robertson STOL Kits, as well as Vortex Generators (VGs). We cover "bang for the buck" as well as what is incorporated into each system.
Covered are the Sportsman, Horton and Robertson STOL Kits, as well as Vortex Generators (VGs). We cover "bang for the buck" as well as what is incorporated into each system.
Переглядів: 7 458
Відео
Mooney M20M Bravo Info
Переглядів 11 тис.3 роки тому
Here Mark explains what makes an M20M Bravo what it is, and the key differences that differentiate it from the Mooney lineup. We go over Fuselage Length, Engine, Speeds, Control Surfaces, Prop, and more! For more information, visit us at: www.skywagons.com/ Don't forget to Like and Subscribe! New videos posted weekly!
All About Mooney M20s
Переглядів 25 тис.3 роки тому
Here Mark and Kerry go over the Mooney M20 Series, with emphasis on the M20E. Learn about the fuselage structure, Engines, Airframe, Mods, Gear and more. For more information, visit us at: www.skywagons.com For the Mooney M20M video, click the link below: ua-cam.com/video/F7YHX_6aWNg/v-deo.html Don't forget to LIKE and SUBSCRIBE! Videos Uploaded Weekly!
Mooney M20C
Переглядів 11 тис.3 роки тому
Today at Skywagon University, Mark Pilkington explains what makes a Mooney M20C Unique in the Mooney M20-Series Lineup. From engine, to fuel, to fuselage length and more. For more, visit us at www.skywagons.com/ Don't forget to Like and Subscribe!
Turbo Normalizing vs Turbocharging (182 Turbo RG)
Переглядів 25 тис.3 роки тому
The difference between operating a turbo normalized aircraft vs a true turbocharged aircraft. While they may sound similar, they are very different in function, operation, and engine longevity. New Videos Weekly! For more information, be sure to LIKE and SUBSCRIBE! Visit us at the link below! www.skywagons.com For more general information, click the link below! www.skywagons.com/content/resources
1968 Cessna 185E Pass
Переглядів 5137 років тому
A 185E making a low pass to scare away the deer before landing. Since the Placerville Airport was fenced in recently, some deer have been trapped inside and occasionally dart across the runway during take off and landing.
Even if it is only turbo normalised, there is still extra heat because you can’t compress air without heating it.
I flew a 1960 M20A from Santiago, Chile to DCA in 1968, a 6,900 mile flight overall. The Mooney was the sweetest plane to fly, fast, very efficient, a wooden-wing charmer. And I miss her....
If humans were small enough to talk in cans, this is probably what it would sound like. Mark is a reservoir of knowledge. I'm sure I would have learned something if I could have understood what was being said.
Mark, have you or do you know of any one who has done a video of where to grease/lubricate and what types of lubricant greases are used on Mooney's? I have a 65 M20C
STOP! You keep talking and everyone will want one!
The very first Mooney m20's had a wonderful all wood wing! It gave a nice smooth ride in turbulence because the wood wing would flex and smooth out some of the shock. But, alas! If left out in the weather, this wood could deteriorate and weaken. So about 1960 or so mooney had to go to all metal. Sad. I loved flying those wood wings!
Could the normalized turbo also be described as an auto turbo?
Looking at buying into a friends M20C and your Mooney vids have been incredibly informative. Thank you
Mark, would there be any benefit putting a three bladed prop on a 180 or 200 hp Mooney?
Looks like the one I worked on and painted for skyart aircraft painting.i painted lots of these.
Hey Mark -- Love your videos -- always very informative and full of detail . Please ensure sound improves next time .
Saving up to buy a money. Likely E, but hopefully F model if I can swing it.
Great video... was the guy in the red supposed to be included?
The 201 windshield mod adds about 15 hours to any avionics job.
Are older turbo normalized fixed gear 182s around?
Hey Mark, another very informative video I just now found. I'm still hoping you'll do the Meyers 200 video you've promised :) Thanks!
Legendary tails! Haha
Nicely done
Great info! Weird because so many complained about the audio which was perfectly fine for me??
Only complaint is the audio, other than that I learned more than any other Mooney video I have ever watched.
As someone is the middle of buying a M20C thank you for many details I was not aware of.
This is excellent !! Thank you
Mark, You have some of some best informational Aviation content on UA-cam !! keep doing the great work!!!
My uncle had a non turbo welded gear Skylane. He did not like to cruise at high altitude and he usually operated at sea level. He made the right choice to skip the turbo,
And your point is ?
Thank you for the explanation. I have liked Mooneys since I was in junior high school, and saw my first C model in 1967. The audio was fine with me.
Good info. Would love if you could overlay some animation of examples when mentioning each part of the stol kit and when what the parts look like when you list that part about the ailerons
Poor audio
Great explanation about TN. Thanks.
Great explanation about TN. Thanks.
Great explanation
Thank you for posting this video. Very informative!
great content, exactly what I was looking for (if only you'd redo with better audio for the sake of posterity)
Will the turbonormalized motor fit beneath the cowl on a 185 with a 540 alread installed? Or does it require a totally different cowl from the NA 540? Thanks.
The wing span of the M, K, J and F's are not the same. From the K's onward they had a longer wingspan. Same error on your other video showing the the body sizes.
See if you can put a dsp filter on the background hiss. very hard to understand
LOL... is there even such a designation of TSIO-540 in the Lycoming world? Well at least we got a demonstration, including arms waiving about the use of static works on aircraft :)
That was a very informative video, thanks for posting this. Too bad the audio was horrible and a good part of it was inaudible.
LOL, four people, full fuel, and full baggage!!! I love Bravos but not even close.
Very instructive information. I got a question if you know the answer for it; what is the life span airframe on the Mooneys M20C. Dave
Tremendous. Thank you for posting!
El costo de la avioneta por favor saludos
Great content. Well presented. Please get a lapel mic.
Great video 👍I am seriously considering a M20E. Great detail and information!
Best explanation I’ve heard on turbos.
I couldn't stand it for long. Disappointed because I have enjoyed so many of your other videos Please try again or even sub-titles would be more bearable. 🛫
Question: From what I gathered on this video, it seems that turbochargers are not helpful until reaching a certain altitude? If that's the case, why are ground bound machines such as tractors, trucks, cars, etc. equipped with turbochargers?
It's not related to altitude but to power developed. Under 6000' the Cessna engine doesn't need a turbo to develop the power required to reach 2400 RPM (max power for a given propeller) because the air/fuel ratio (15:1) can be obtain at atmospheric pressure. Over 6000' the air is less dense therefore the 15:1 air/fuel ratio can't be sustained, resulting in a power drop and RPM drop; fortunately the pilot has room to increases power because when he pushes the throttle further the turbo kicks-in and squeeze some compressed air into the mix, allowing to keep the 15:1 ratio and the propeller spinning at around 2400 RPM - that's why turbo airplanes have a higher ceiling than non-turbo. On the ground, variations in air density aren't a critical factor. If an airplane can develop around 2400 RPM without a turbo, then additional power wouldn't be useful (you can only rotate a prop so fast, after which it breaks). On a tractor however, the driver can change gear and use this extra power to create more torque and climb a steep hill for example. Also, for equal power, turbo engine are generally more fuel efficient than naturally aspirated engines (with some drawbacks but that's another discussion). Hope this makes sense.
@@Virtualmix Thanks. Everything you said makes sense, but I'm still thinking of applications like the Cessna 188 Ag Husky from years past. I believe the only difference in it and the 188 Ag Truck was turbocharging and 10 more hp, and of course they generally worked just above ground level, usually at low-elevation regions. So, I do believe there's a benefit of turbocharging at or near sea level as well. Otherwise, they wouldn't be installed on performance cars, tractors, heavy trucks, etc.These units don't normally operate in any high altitude conditions, yet still yield more performance than their normally aspirated counterparts. Agreed?
@@nocotton Yes, they can absolutely make use of more power at sea level, simply install a bigger propeller that produce more thrust and get better performance. On the Cessna in the video, the to manufacturer could have installed a bigger propeller but choose instead to use that extra power as a reserve for higher altitudes when the power starts to drop.
@@nocotton - It's just a matter of ramming as much air as possible in so you can ram more fuel in too. The limiting factor in an aircraft at lower levels them becomes the design limitations of the propeller, which obviously doesn't apply to land vehicles so they can use the extra power where an aircraft can't. It's only the maximum permitted output that's limited, not the maximum available. My Dad drove Centurion tanks in the 50's, powered by the RR Meteor engine (basically a Merlin without superchargers), but the first ones he drove had an actual Merlin, and nobody was impressed when they had to give up that extra 'something'.
Great summary of the various Mooney models. The C's and E's are two of the best flying, most affordable, cross country planes ever manufactured. That said, I may be a little biased...
Well explained. Thanks!
Very Nice. Helped out a lot.
For a little perspective, my 185E has a Sportsman cuff, ART WingX extensions (18# weight addition) and Micro Aero VG’s. These allow a safe 50 MPH approach speed when light and 60 MPH when heavy. The WingX also increases GW by 175# to 3525# in the 185. You may never need the extra 175#, but you’ll appreciate the equivalent performance of having one less person onboard during the liftoff, climb and landing speed segments. The other STOL takeoff factor is the prop. An MT 3-blade weighs 14# less than a McCauley, 2-blade, 86” seaplane prop/spinner and pulls much stronger. It’s also noticeably quieter and smoother. These airplanes should have been equipped this way from the factory. Outstanding performance gains if you’re into backcountry and higher density altitude mountain flying.
I was going to ask about prop or engine mods - all very well getting into somewhere but getting out is important too lol! I noticed on some fixed wing microlights, they have modified wing tips too, I've noticed similar fitted to some C150s. I guess it all helps, as does learning certain short field/bush techniques.
@@musoseven8218 Taking off is sometimes more challenging than the landing, depending on runway length, density altitude and obstacles. Weight is the big factor (stay light on fuel), but engine performance is also important. More horsepower is obviously better than less horsepower. In my case, an MT 3-blade and electronic ignition in place of one mag (for ignition advance when the MAP is lower at higher DA’s and a generally fatter spark) aid the IO-520 in developing the horsepower it was designed to deliver.