Leaderboard

The Reaper will not Kill this one.....

For all you ROP v. LOPers out there, https://www.advancedpilot.com/livesignup.html. Coming up mid-March. Go. See an actual engine running on an actual test stand and then make up your mind. The food and company are pretty good too. And you thought I was going to start an argument, er, debate, er, discussion. You know what I mean.

feeling kind of dumb. Was going to fiddle with my non working parking brake this weekend. I dont ever use it but figured it would be something to tinker with. Come to find out if I push on the brakes and then set the parking brake it works fine.... DUUUuuuuhhh. To be fair I dont push my brakes in my car to set the parking brake... Is that the way most hydraulic airplane parking brakes work? Now im wondering if all those cessna parking brakes actually worked as well.

That hose is just like me, old, inflexible and will crack under pressure. [emoji12] Sent from my iPad using Tapatalk

Easier than etch and alodine (for small touch ups, chips, etc) is use an etching primer such as axalta variprime. Then brush on catalyzed urethane paint, make it high. Then wet sand with 800-1000-2000 and hand buff to a shine. The repairs will disappear if you used a computer scanner to match the paint.

Well FINALLY got some flying in. Yesterday we took our new puppy for a short test flight and he did well until the roll out when he got sick but we caught it in the bag so no problem we will have to get him up again soon so he becomes accustomed to it. Today we flew to LVK to visit family and had a nice flight. I got to try out my new DC pro X headset and really like them. They are super light and I like the on ear cups especially for wearing glasses. The ANR is so quiet made it weird for landing because the sound is just not what I'm used to. Any way was great to be back in the sky with perfect weather it had been 6 weeks of crap weather and rotten chest cold nice to start feeling human again.

I am looking forward to hearing about this at the Mooney Summit.

Please move your political discussions to the "Rants and Raves" section of the website. Thank you.

We need a not like button on this forum. seriously weren't we just talking about corrosion? If it was just a joke or your brand of politics I wasn't in the mood.

I.will probably day trip into LAL, may stay ine night. Date TBA.

I had the identical experience when I got my plane and so am honored to be a fellow member of the Parking Brake Bozo Club. I was annoyed the he MSC didn't catch something so basic at prebuy until I figured out that it was just fine a few weeks later.

See the tags on the post . . . free.

Is it me ,or does that pic show hoses and lines ,battery box,battery master relay etc covered in dust and crud.This is the left side panel...maybe time for a cleanup next annual...cause it looks like it's been sitting out in desert dust for 30 years

If you take off the pilots inspection/ avionics panel in front of the glare shield, you will see the two fittings on the side wall. That's where the red and green tubing start. It runs behind the pilots side panels to behind the pilots side panel in the luggage compartment. behind that panel you will find Tee Fittings. This we where it splits off and goes to the wings. Hope that helps.

Dan, yours is an incredible story, and we are all thankful of the positive outcome! But more importantly you may be the catalyst that results in MANY MORE lives saved. As a result of your experience and your willingness to share it I have just ordered a new low-level CO Monitor/Alarm to use in my plane. I am ditching the little "spot detector" I've been using. While I occasionally look at the little "spot" it would never actively attract my attention like a true monitor/alarm. There are lots of models to choose from, and even if I have to replace the $60 sensor every couple of years it provides great peace-of-mind for me and my family. Thank you sir, for I (and the whole aviation community) owe you a debt of gratitude for your lesson learned!

Corrosion very much like socialism. Starts small and insidious and must be eradicated:)

Get both colors when you call Brittian. and rerun it all while you are doing it. It gets old and breaks after awhile. Brittian says the left wing tubing goes bad more often than the right. You just have to take the cabin side panel off to rerun it to the rear battery area.

Hey everyone, I'm the pilot involved in this crash. I started writing up a summary of the events leading to to my accident but I'm having problems with my old laptop. My frostbite hands make using my phone and iPad difficult but I'll try to throw up some facts and field questions when I get a chance. The FAA is still investigating, but I'm 99℅ sure this was caused from CO Poisoning. This was the 3rd flight of the day and in hindsight I had CO poison symptoms most of the day. The heater/defrost was run full-on the whole time. 5 hrs after the accident CO Poisoning occurred as a possibility to me, my levels were then tested 15-18X higher than normal. I didn't have CO detection in the plane. I was dumb and naive to think that I would "know" when I was effected. I was way wrong! The problem was that the CO degrades ones cognitive ability to the point where you can't connect the symptoms with the cause. I passed out in the climb and woke up in a field. I am the luckiest man alive. Allot of things helped to have the great outcome I have been blessed with. 1- I was in a Mooney. The airplane gave it's life to save mine. I'm a huge believer in the "steel cage" and the full spar. 2- I was wearing a shoulder harness. I still busted up my face, I'm not sure how, but I don't think I would be here without it. 3- STec 30 auto pilot. I was flying with the heading bug when I passed out. The electric autopilot kept the wings level all the way down. The original PC system may have worked just as well, but the engine was windmilling from 12k to the ground. I don't know if there would have been enough vacuum. 4- it happened in the climb. I only have alt hold so it was tracking heading bug and trimmed for climb. As I was in the initial climb I still had in full power with full rich mixture. This resulted in a fuel burn in the 17-18.5 gal/hr. And only allowed the airplane to climb to around 12.5k. if it were leaned at all I would have went much higher, for allot longer. Being that I was oxygen starved and unconscious it probably would have been fatal. 5- ATC was awesome. Because of them search and rescue was underway before I crashed. After I woke up I had to get myself to help, once I did emergency responders were to me in a few min. My 121.5 ELT was working, but if I had a 406 I bet I would have been pulled from the airplane before I woke up. 6- luck, luck, luck, divine intervention, miracle, what ever you want to call it. I'm banged up, but should recover 100℅. I came home from the hospital on my daughter's 3rd birthday. It doesn't get any better than that. Cheers, Dan

I installed a BendixKing KSN-770 along with a KT-74 last July (before the FAA rebate program). The KSN-770 replaced the KX-165, KN-64, and KLN-89B in my old panel. I was experienced with the Garmin units, and used the KSN-770 simulator to become familiar with the different "buttonology" before choosing the KSN-770 over the Garmin and Avidyne units. There were a couple known bugs in the KSN-770 software that I only learned about after installation (annoying), but those have supposedly been corrected in a recent software release. I have not had time to return to the dealer to get that update installed (it is covered under warranty), and will write a more detailed review on this post after I get that accomplished.

Just curious if anyone has installed a King KNS 770 and if so how do you like it. I am looking at all the options available before planning a new panel. Pritch

Hope that fixes it for you. Sent from my iPad using Tapatalk

I fly a Mooney LOP, like heck I'm gonna drop a grand to be convinced of what I know!

Yes, if you look at the diagram in the POH the Mooney parking brake is a valve between the rudder pistons and the brakes, so it holds the pressure that has already been applied. Cessna's current pull and turn system works differently and pulls the rudder pedals forward via a cable.. and the turn just locks it into place. I just checked and older Cessna systems were just hydro locks like our mooney.. I seem to remember that the 172N we had (1982) was the newer system.

Why get tangled up... The content is exceptional on this site and and is rare from what I've read that threads are hijacked for political reasons. From my read the comment was 12 words with a smiley face - just seems like an overreaction and one that will drive people away - and it was funny. Anyhow - this corrosion issue just scares the crap out of me. I hope to buy a long body in the near future and there are lots of issues to lose sleep over, but I didn't think wing spar corrosion under tank sealant was one of them. As I've sad, the content here is excellent - thanks to gsxrpilot for sharing this.

Welcome to the forum, rpcc! Like Clarence said, and I was hoping most here knew that my comment was entirely tongue-in-cheek. But I suppose I should have included a smiley face. So here ya go:

Nothing special. https://www.youtube.com/watch?v=UihJBBWvs8g&feature=youtu.be

Chris has it nailed. Short N Numbers is scarfing up all "desirable " N Numbers and "Selling" them. They typically get no less than $500 and I've heard in the thousands for a real desirable one. It's a bunch of bull sh*t! Tom

SOLD THANKS!

Once you get it back together, lock the lever in the gear down block and place a mark on the J-bar at the bottom of the chrome handle. Release the bar and adjust the nut so the handle goes up an additional 1/16~3/16" from the mark

That plane looks really nice from the pictures. I'm sure its a very messy and time consuming job but I just don't see it taking a great deal of skill. God I hope we can keep it away from the grim reaper

Looks to me it has a couple of metal supports glassed in already to prevent flexing.

It's complaining about the firmware, it's operating system, call Garmin in the morning, be sure to have any disks (whatever G1000s use for DB updates) available, my guess is that they ask you to download some new stuff.

Mike, even before I got to your post I was already thinking that this would make a great Mooney Summit topic. By that time, Dan will have all the details including the true cause of his CO leak and should make for a great presentation. Dan, I'm glad you are still here with us and as others have said your experience may very well save other lives. I'm one of those with a spot detector that I rarely look at. NO MORE!! It's actually ridiculous when you think about it. I've spent lots of money on gadgets and other crap that actually adds not much more than convenience, but failed to spend a small amount on a real CO detector that can actually save my life!?!? Sent from my iPad using Tapatalk

I looked up mine... http://www.aeromedix.com/safety-equipment/carbon-monoxide-detectors/ultra-low-level-carbon-monoxide-detector-co-experts-2016 As I aged, I lost the ability to notice light aromas, so I bought one of these portable devices proactively. Along with other devices around the house. CO and nat gas. Now the technology is pretty well proven, a panel mount device is next on the list. The portable is good enough for a warning that extends over a few flights... it may get missed if the CO occurrence is a strong first hit. Do they still teach using the nose as a method to avoid CO poisoning? They need to add act immediately at the first hint of an exhaust aroma... Dan, your story is amazing. Please continue to tell it... Best regards, -a-

and the "well respected avionics shop" Should not be so well respected anymore.

JPI EDM 900-930 INSTALLATION & FUEL SENDERS I recently had a JPI EDM 900 installed in my 82, M20J and decided to write a report on the unit, problems with installation and or glitches with the unit and solutions to these problems which will I hope help save others money in installation hours as well as make the unit a better/more accurate fuel on board monitor. It all started when we decided to upgrade my old analog gauges for a more up to date digital system. It's the 1st of a 3 part process to convert my plane to a glass cockpit. Part 2 is going from 430W to IFD 540 (which will be done the latter part of this month) and the last part will be the introduction of an Evolution 1000 (which will do away with the steam gauges). Well, the install went well until my mechanic got to the fuel tank calibration. He struggled with it for hours, called JPI for help, had them send out a new black box (transducer). which didn't help till finally they told him that he needed to check the planes 4 fuel senders to see if they had flat spots on them. The conclusion was that the senders needed replaced and would resolve the problem. Well, when my mechanic told me that, I immediately turned to mooney space for answers and sure enough as usually, go my answer. I spoke with Scott (fuellevel) at CIES and he explained to me what the problem was (analog senders don’t send out a continual pulse, but rather an intermittent one) the new digital senders send out a continual pulse and were designed to remedy the problem we were getting. After a quick talk with Scott on the matter, I asked him to speak to my mechanic about the digital senders to see if he was in agreement with the issue and solution suggested. My mechanic called me back saying that the problems he was having with the analog senders (the intermittent sending of pulses) were exactly what Scott had confirmed and that he (my mechanic) was going to speak to JPI to see if the new senders were indeed compatible with the EDM 900 series. The answer is they are, so I ordered them through Scott (fuellevel) and the problem was resolved shortly thereafter. I now have my plane back with accuracy down to about a gallon of what the EDM 900 says they are. An expensive lesson for me, I assure you (a mechanics time isn’t cheap), so I wanted to pass it on to other Mooney owners who are considering the purchase of a EDM. I can’t speak for the other systems available out there, but I can say that the digital fuel level sensor was the answer to our calibration problem.

Same motor In my 201 and will routinely go up to high teens or low 20s if it's a extremism tail wind with not even the slightest miss. Highest I have been is FL210 with almost 90kts on the tail. Made it on about 32gallons of fuel. RST Rochester MN to Laguadia NY LGA, got in at 1AM. Here is a pic of FL200 and aircraft weight with fuel and bags was 2750lbs. Sent from my iPhone using Tapatalk

mooneys are easy in big gusty crosswinds. What makes them fast makes them steady in big gusty crosswinds

here's a pic of the underside of the top cowl. IMO it doesn't have a lot of flex in the center.

I doubt that'll happen. I just don't see the FAA giving up that much freedom to us non-experimental guys. However, I hope I'm wrong.

At Yuma MCAS at the Mooney Caravan training 2/3/17. Near simultaneous landing on Runway 8 with me and Ian (both newbie formation flyers both in our two Bravos). Great instructors! Lots of fun! #mooneycaravan #mooneyzoom

Lets set up a gofundme account and collect enough AMU's and I will allow my plane to be a guinea pig to test and report on the good and evil of the 770. Pritch

The NJ Mooney group went to see a presentation of the device. It clearly wasn't ready at the time of the demonstration. Watching all the updates that the two competitors are going through, it is unlikely that BK would be able to keep up with the work that is needed. The tech team that is needed is larger than what BK had. i was so looking forward to keeping an all BK fully integrated panel. The open architecture compared to the Big G, lock everybody out routine was refreshing. They had so many suppliers of the guts, open architecture is all they could do. To be a buyer, I would have to see half a dozen people using it on MS with endless good reports. We have one report of the KSN770 that essentially said the screen was Klugey. I took that to mean it wasn't done yet. I didn't think my memory of that term could possibly last... it's been a couple of years since that day...? Their KT74 seems to be meeting expectation. Their reboxing of the PS Engineering audio panel is a couple of versions behind. Out of three products, they have one that people are buying, the transponder... If you have dough, Big G is showing the way... If you have less dough, Avidyne is showing the way with some improved features. Both suppliers are well liked and their products are installed in Mooney's around here. I have a KLN 90B that continues to soldier on with 90s technology, no -WAAS... Best regards, -a-

You can find the installation manual online. It will list all of the adjustable parameters. http://www.mstewart.net/Downloads/GTX330_IM.pdf

I had the same problems, ie bad capacitors and the heading bug. A/P Central took care of the capacitors, but the heading bug issue was with the HSI unit itself.