All Activity

I have done some of these, it's not practical (many places have tons of rules on noise). Sometimes it's what one needs to do in places where options ahead are limited with built up areas ahead, the majority of these places down here already require 45deg turn right after departure from runway axis as "normal noise departure"... Flying tight pattern with steep angle (less power) is also helpful, although, this skill is not longer in fashion as pilots are taught from day 1 to fly "wide B52 bomber patterns" on "PAPI/VASI using 3deg glide" with "stable approach". Anyway, tight departure and tight pattern helps when flying VFR: one day as one will need it, as we say, it's good to invest in own luck rather than waiting for surprise ! Then there is IFR flying: prescribed SID or ILS paths or low vectoring, especially IMC, not much choices than keeping straight wing level, on sensible speed, and hope for the best...

Someone I know was in this exact state a while ago in an M20E. It took a few months to get a new pump so he was flying it around without an issue. To start cold it, it takes a bit more battery. Full rich, cracked throttle and then crank. It takes a few turns to build fuel pressure, then 5 seconds later it should start. You might have to crank to pressure, rest the starter, then start it. While you are at it, make sure you change your post to have it on record that the pump is still working and you are only asking for information. Mechanical pumps rarely fail, and many people have electric backup pumps that are not rated for continuous duty and probably won't get them very far, so I don't see much increased risk. Information for ground starting purposes only :p

My 71E came with an Owner's Manual rather than POH, and the only chapters that are FAA-approved and regulatory in nature are Limitations and Emergency Procedures. Balked landing procedure is under Normal and therefore merely advisory. I guess I'm lucky.

Sounds more like Laceration 101 . . . lol.

easy to answer that. Ask for the exact part number of the KX-165 and check what indicator you have. The install manual of the KX-155/165 is easy to find online

Um...that's awesome!! I would love one! I think it was called the Mark 21 through 1967, and the Ranger name appeared for 1968 model year. Based onmy serial number 680002, I have the 2nd "Ranger". And who are you calling ugly?! Let me know what I can do to make it worth your while to send one my way.

Where did she find them? At a yard sale there in Kerrville?

The “legal” answer, is do what it says in the POH for your model and year. It’s worth noting that in both cases, flaps are retracted before gear.

I would. I'll PM address.

She also found two of these ashtrays. They do not say a model, or any other identification for that matter, but they are definitely '60's. I will keep one. Would anyone like the other?

Those are cool, @Mcstealth! By sheer coincidence, I've owned my Mooney Ranger for 18 years now . . . But I've never seen one of these.

If the idea is to run the engine on the ground, start cranking with mixture at idle cut off and slowly advance mixture while continuing to crank. Be patient. I wouldn't fly with an INOP boost pump.

I have heard that in recent times JPI will do the re-program and e-mail it to you rather than having to send it back. Then you just plug into the usb port. Not sure of the cost though.

I would love one!!

Aero motors could likely have a replacement to you in less than a week, they are probably half the cost of a new one and build in improvements the original fuel pump lacked. Give them a call!

Check out what my wife came across!! Authentic 1960 something Mooney Ranger Swag!! She found a total of ten. Six of which are in their original wrapper, ugly as they are. Would anyone like one? Sincerely David.

I think the built-in CDI function didn't come out until the KX165A somewhere in the 2nd half of the 1990's. I believe the KX-165 just had the current radial feature.

I’ll go out to the airport Thursday morning and check if I have channels above 135.00.

Sorry to hear this. But better than having an engine failure! At least you got some hours and over 12 years out of it. Thread drift warning! I've heard that the worry with loss of the clamping pressure runs the risk of spinning a bearing insert. But I've never quite understood that. Don't the inserts have tangs that 'locks' them in place in the case like automotive bearing inserts? Or, do they only rely on the friction provided by sufficient clamping?

Yes, indeed. I had to replace it recently (that is why I had the reference handy). It is not that difficult to do.

Great feedback, everyone! I appreciate it, thank you.

State and federal excise taxes, state sales tax (if applicable), state and local environmental fees, flowage fees, airport fees and surcharges, etc., probably contribute more to the overall price of 100LL than TEL ever did.

Bad idea. Very bad.

Here is an opportunity to exercise your superior aeronautical decision making rather than rely on superior airmanship if your engine driven fuel pump also develops an issue and ground your bird till you can get your boost pump replaced or repaired. Sent from my iPhone using Tapatalk

Both the 165 & 155 can include GS receivers.