Leaderboard

My guess is that it’s an annunciator for an old IFR GPS.

Just received and installed the boat gauge from Amazon. It's plastic and doesn't show gallons but it will work until the actual ones are available. I had to trim the ears off and have sealed around the top edge with a transparent sealant. https://www.amazon.ca/dp/B000MTCRBO?psc=1&ref=ppx_yo2ov_dt_b_product_details The US Amazon site is substantially less Moeller Marine Mechanical Direct Sight Fuel Tank Read Capsule,White,One,035759-10

Looking at carbon and lead deposits flaking off

Call Beegale's Aircraft in Colorado. They are one of the best structural repair shops in the US. The plane should be flyable to them. You might verify this with Mooney or a DAR. A DAR could give you a ferry permit. The damage looks too much to be straightened. Replacing the skin is likely. You may or may not be able to get a skin from Mooney as some of the skins for the older airplanes are not exactly like the newer ones. You need to jig the wing and airplane before removing the skin to retain its original shape. This is the type of work Beegles does well. Their work is as good if not better than the factory's work. I have used them a couple of times during my rebuild with no regrets. John Breda

On my E, I wired the LHS into the green down light. If you put the gear down on downwind or before you put any flaps out the LHS will not say anything. At 200 feet and below, if the LHS is not sensing the gear down it will repeatedly tell you to check the gear. The landing height system is another tool in the toolbox that is quite useful. I have been using them in the Boeings I have flown for years. It will not stop you from an approach speed that is to high and proceeding to bounce on the runway so be vigilant for that. Getting a lot of landing practice is the best. In my 757 I new exactly where the tires were by the sight picture. Having the callouts were a great backup after a long day of 12 hours of flying and close to an 18 hour duty day. You can have a long day in any plane and the LHS is nice to have.

We all brief EFATO. Do you also brief emergency return? I have a tale where that would have saved the day. I ended up crashing the Ovation. Here's the chain of events. 1. Transponder INOP. Needed to ferry the airplane a short 15 minutes flight to get it repaired. Home airport is controlled, and the surrounding airspace is very busy with several control zones and training areas. Even when flying outside of control zones, we routinely get traffic advisories. Without a transponder, I assessed the threat to be loss of separation. My mitigation was to fly at 100kn with A/P to pay extra attention to traffic scanning. That concern became a factor to what happened later. 2. I called ATC on the phone to coordinate the flight. Tower was kind enough to call the other towers to coordinate. I calculated my approach speed for the destination and planned for 70kn. This also became a factor. 3. I briefed EFATO, got my clearance, and tower advised of winds gusting 10-18. I didn't pay much attention to that because I'd be at a safe speed on initial climb out. In my opinion, this was my biggest mistake. 4. Shortly after rotation, the door came open. Now I'm no stranger to doors opening in flight. But this time, the noise was so loud I couldn't hear anything. Remember (1) above? Now I'm concerned ATC can't see me and I can't communicate. I'm wondering, do they have primary radar? Can they warn other traffic? Should I continue and fly through a narrow busy corridor and an equally busy training area without communication? I felt a mid-air.risk was high and I should return. I tried to call tower, but I couldn't hear anything. I'm thinking, what now, I can't just change the plan and rejoin the pattern without anyone knowing....and I guessed there were probably 5-6 aircrafts in the pattern which is typical at this field. So I decided to level off at 600ft, stay below the pattern, and join downwind. I thought that was a good plan...600ft is clear of obstacles and probably no one else would be flying that low. 5. I continue to try to call ATC and announce my intention. But since I can't hear, I wonder what next. Do I land without clearance? I can't climb to try a NORDO procedure...or maybe they do see me? I decided to land without clearance - at that point I felt I was a mid-air.hazard. 6. As I'm configuring to land, I faintly heard tower saying I was number one. Big relief. So I turned cross wind and final. Remember (2) above? Now I'm focused on my speed. I see I'm 68kn, so I pitched to get back to 70kn. Then I see I'm way too low. I routinely do circle to land at about 600ft. But that's always planned, so I take care not to descend until final. Here I did mistake #2, descended as if I was at normal pattern altitude, so ended up too low. I decided to go around. No problem, right? 7. So I'm adding power slowly while pushing the yoke to prevent the nose from raising. Everything looks and feels normal. And then suddenly, airplane is sinking. Took me by surprise. At that moment, I remembered the wind gust...but too late. No altitude to recover. Then I remembered the stories of prop strikes at go round...I decided to cushion the crash with power ...and prevent getting airborne again. Airplane came to a stop a few feet short of the runway threshold. I uttered a few expletives, walked out, called tower on the phone, uttered a few more expletives...and waited for emergency responders. Pilot: not hurt. Airplane: prop strike, sheared landing gear (all three), bent flaps and elevators. Otherwise in good shape. No structural damage. She will fly again. So I made a few mistakes, but only if I had carried extra speed, the go around would have been normal. ATC probably did mention the winds, but I didn't hear. If I had planned for an emergency return, I would have remembered to carry the extra speed.

Garmin doesn't make it simple to figure this stuff out. Probably the best place to understand Connext (Garmin's marketing term for wireless data sharing) to tablets is the Garmin Pilot User's Guide because this app connects to all the products. Still, some of the descriptions there seem to have been plagiarized from other manuals and contain no new information. Keep in mind that Garmin products overlap in their capabilities and so it is possible to connect to more devices than you actually need to. G3X Bluetooth: Flight plan transfer to and from G3X; GPS data from G3X; AHRS data from G3X. These all work with ForeFlight. I believe that Garmin Pilot will also link EIS data from the G3X and download csv files of flight log data, but I don't use Garmin Pilot and haven't tried this. GTX 345(R) Bluetooth: ADS-B In weather and traffic to the iPad. Note that in a G3X panel, the GTX 345 internal AHRS is disabled. The FS 210 is, in my opinion, redundant. The AHRS in it is not going to be the same quality as the G3X and G5. For me, as a third, I wanted a completely separate instrument and installed an AV-20-S. So, with two connections, you get everything. I also Bluetooth pair my phone with my audio panel (PMA 450B in my case) to allow using the phone with my headset and playing music stored on my phone.

Find the leak first, mine was the Master cylinders, hardest part was getting them in and out, very easy to overhaul. I only have Pilot brakes myself. Until you discover the source, it’s all speculation, if it’s the Master cylinder, I’d overhaul, really it’s just seal replacements both of them. I believe there is a Stat -O-Seal that’s getting hard to find. I got mine by buying an overpriced kit so another reason to do both before the source of those seals dries up.

Master cylinders? Under left exhaust cavity behind cowl flap.

Yes I went 64 gal. I think you would be fine with less capacity. No way at my age could I stay in the plane that long! You could always add those last two bladders later if you needed.

In 30 years of flying turbo airplanes I've never seen that happen. The engine has no idea whether you have a headwind or tailwind. The first three of those thirty years were in a Mooney 231 (without a Merlyn Automayic Wastegate Controller). It was a little finicky and small power adjustments had to be made in cruise but not much, I see that you have the Merlyn in 231JY. If it's working properly you shouldn't have to make many adjustments.

Most of the thread is focused on line up and wait at non towered airports. But for airports with no taxiway and entry point is at one end, requiring a long back taxi, what’s the proper etiquette? If landing traffic takes priority and the pattern is full with trainers doing T&Gs, departing traffic could find it difficult to squeeze in because of the time it takes to back taxi and get into position. Or if making a full stop landing, the time it takes to land, taxi to turnaround and back taxi. I think the priority should be given to departing/arriving traffic and pattern traffic should give way but in my experience the opposite seems to be true.

+1 Cole Aviation in Dalton,GA (KDNN). I lost a cylinder over KCHA and had an emergency landing. Nobody on the field knew how to work on pistons…. Finally connected with Joe Cole who made the drive and got me back in the air. Really stand up guy. Make the call.

I thought embry riddle did some testing on G100UL back in the mid 2010’s?

Last year Turbo had a great time meeting all of the Mooniacs at the Lexington PPP. This year he wants to go south, so we’ll be headed to Ocala in January. Hopefully we can get some MS name badges set up so it’s easier to figure out who the MS’ers are.

He's a lawyer and a tinkerer, not a chemist or engineer, although he does pretty well when he fiddles around with something. I think the rush to sell the STCs a while back was a way to capitalize on the effort now, knowing that it was likely to not go anywhere else for a long time.

As it turns out, I was just unlucky and got a bad batch of fine wire spark plugs. I suppose I should have questioned 0 FH plugs sooner. I just assumed that there was no way all 8 could have been bad. Switched to the other brand and everything is running well. On the plus side, I have a brand new ignition system now HAHA. Sent from my iPhone using Tapatalk

Glad you're okay and able to share the story. That appears to me to be the usual Swiss cheese accident, where multiple unusual factors piled up to conspire against you. Can happen to any of us, and I'm glad yours wasn't worse. FWIW, and for anybody else in a similar situation, if you can't hear but you can transmit, it's always okay to transmit anyway, and end your transmission with "in the blind" or "transmitting in the blind". That tells whoever can hear you what your intentions are and that you probably won't be able to hear them. Since you didn't have a transponder you couldn't squawk 7600, so that's a way around that. +1 that distressed aircraft always have right of way, so when there's a situation with an increasing number of Swiss cheese holes, do what you need to do. It's one of those times when it is better to apologize than to ask permission. Thanks again for sharing. It sounds to me like you did a lot of things right, and I'm sure you don't need anybody else to beat you up about the preventable parts.

As the mixture leans, approaching stoichiometric proportions the exhaust temperature gets higher. The valve returning to position, pounds the seat. The supposition is without lead as an intermediator and consequently conductor of heat at the valve to valve seat interface, erosion occurs. At lower power setting not a problem. At climb or take off power it can be a big problem, especially if the engine turns high rpms where the exhaust valve spends less time against the seat cooling. One of the reasons why when going for LOP you should be at 65% or less and do not linger in high EGT regions during lean. I.E. "Big pull".

Replace rather than repair is definitely becoming the norm. I think the cost of labor has driven it in that direction. Ole school skills get forever lost along the way.

Can a wing mounted landing light be installed in that area, instead of replacing the skin?

Fixed, well more like repaired but not yet installed. The shop also rewelded (don't bash me if that's not the right term) the opposite side. They also provided an 8130. Turn around time was 1.5 weeks. Before and after below:

Such a beautiful day yesterday in South Florida. I had to take the plane for a sunset XC.

WEIGHTS Gross Weight: 2,900 LBS Empty Weight: 2,049 LBS Useful Load: 897 LBS Fuel Capacity: 75 GAL 252's really need the Encore conversion

Gorgeous plane but he bought it in 2006 with 627 hours and 17+ years later it has only gained 183 hours on the clock. The UL isn’t great, as is common with 252’s, but I wonder what she’d actually weigh after the rich upgrades.

Beautiful airplane. I’ve been following this airplane for years (https://n252q.com) Biggest drawback is that it is was originally one of the very basic 252s that were built with only one alternator. So, one alternator, and the fact that Ks only have one battery doesn't give you much redundancy if an electrical problem happens.

Nice schematic and not that an audible warning is a bad idea, but I think I would skip all of those steps and just leave the magazine at home so you can scan the panel to notice the warning light you already have plus keep an eye out for traffic and a spot to land when you lose an engine. I might listen to XM or music on my phone but on low. Whether on autopilot or not it's my responsibility as pilot in command to stay engaged. Magazines and movies are great when you're a passenger.

I’ve been to a few of these “non taxiway / back taxi for takeoff” airports but haven’t seen one with lots of traffic doing touch and goes. I guess I’d give them a circuit while I looked for a break and if none was obvious, I’d get on the radio and tell them I’m back taxi for takeoff. Hard thing would be ensuring all the traffic heard/acknowledged. At an airport like that, radios aren’t even required. People are usually easy to work with if they know what you’re doing. The one I always think about is W95, okracoke island. The sand dunes make it hard to see final and the end of the runway from the parking. I was waiting patiently for a Cirrus to land before my back taxi and it took much longer than I expected. Finally peeked out farther and realized they had landed, drifted off the runway into the sand, spun 180 and snapped the tail off. They were ok. Luckily (for me) they were off the runway too, so after the local fire trucks and people had left, I was able to depart because the aircraft was stuck there for a long while.

@Alan Fox @Deb @carusoam @Hank @LANCECASPER @mooniac58 @Marauder @Skates97 @gsxrpilot @bradp and lots of others. May I all ask you please to send me an E:mail on Andrew@andrewhyett.com, include your telephone details as well please. 3 weeks ago I was happily flying baby, when I got a call from my Doctor telling me I had anemea, following a routine blood test. Referred to the relevant clinics and a quick Biopsy revealed the worst. We went to the consultants on the 24th October thinking "oh a bit of chemo and it will all be well", but were told "I might make summer, your TP53 genetics are broken as well, we have no cure." I basically have MDS and AML (the doctors amongst you will understand) Needless to say Andrew and I are heartbroken as we were planning our retirement in France etc. If you can all drop me a mail, Ill add you to a mailing list so we can keep you updated on stuff. You have all been great friends to me over the years and Ill miss you greatly, but as the Doctor says "its just S H I T ". Ill never forget the support you gave to me in the refurb of Baby nor the same for when we got married. Lots of love Andrew PS Sorry to put this on here like this, but i cant seem to be able to do private message anymore.

VG's on a 252???