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Showing content with the highest reputation on 12/02/2018 in all areas

  1. If you’re arguing that as a citizen of this great country you have a RIGHT to be obnoxious, unsafe and contribute to the already poor public impression of GA safety which leads to more restriction, regulations and the loss of public use airports then you are absolutely correct. I would argue that in addition to our RIGHTS we also share a RESPONSIBILITY to the public and fellow aviators to fly as safely as possible. My personal experience in 28 years of flying is that ATC will bend over backwards to help me out as long as I interact with them in a respectful and professional manner. Since I’m paying for their service, I plan to take advantge of it. Regarding the “longish diatribe,” I welcome it. I have met @kortopates and he is one of the most knowledgeable, competent and professional aviators I have ever met. In additon to what he mentioned regarding his work with the FAA, he is also a CFI, MAPA instructor, A&P, teacher at the local college, Savvy analyst, retired engineer and a bunch of other things I probably don’t even know about. I have flown down to San Diego more than once just to fly with him (I told my mom it was to visit her, but it was really to fly with Paul). Perhaps as a thought experiment consider what generally happens when everyone behaves in a professional and respectful manner in a shared space compared to what happens when everyone behaves in a selfish and obnoxious manner “because I can.” You certainly have the right to be “that guy.” Whether or not you chose to act that way is up to you.
    9 points
  2. I don't understand your point, none of those TRACONS are as large or as busy as the SOCAL TRACON that @ilovecornfields was giving the example case for using FF. Based on FY16 data, SOCAL is the busiest and largest in the world with over 2 1/4 million operations over 18,000 sq mi of airspace, New York is #2, and then NORCAL is #3 and nothing else tops 1.5 mill operations. POTOMAC is #4, Philadelphia-Consolidated is a distant #10. In my busy SOCAL airspace, as a Lead FAASTeam rep we are doing everything we can to get GA private pilots to use FF when VFR. In order for us to be able to share the complex airspace with the rest of users we really need to help ATC do their job in separating traffic by participating in the system. We are constantly in danger in loosing more of our airspace to Class B or C largely because of the pilots who refuse to participate making it much harder for the rest of us. Especially the latest fastest growing segment of pilots that think because they have Ads/B In that they can be their own controller! Others have made the case for benefits of FF, but I am making the case that if we all work together and participate by talking to ATC they have far less reason to take away more of our airspace. Some examples of how non-participating aircraft create a pain for the the system are: We get GA pilots flying right up to the boundary of class B not intending to penetrate it but since they're not talking to ATC, the controllers have no idea what their intentions are. So when a controller sees a plane squawking 1200 headed for an IFR commuter or airline he's not going to wait to see what you do but start moving the airliner, since Class B airspace deviations are common. And if conditions are right between the two planes, like a climbing GA plane and a descending airliners (vice versa) our actions can cause a TCAS RA and the detecting traffic has to take immediate action increasing everyone else's workload because someone thinks its their right to fly around on the edge of busy airspace without talking too anyone. These actions will just cause us to continue to loose more airspace. For example, for the past decade we've been fighting to keep Long Beach airspace (under the Bravo) from going Class C, but it appears we may be losing the battle and pretty soon. Other problems are that unless your mode C altitude has been verified by talking to you, they can't trust it and have to give you a larger bubble of airspace. I am sure all participants have heard the the controller call out a target and say "altitude unverified". I implore anyone that feels they don't need to participate to take a tour of their local TRACON, they are generally available. My TRACON does one every month and I schedule tours for all my students. I am confident that once more knowledgeable from attending such a tour all will make the right decision to use FF. Even going out to the practice area to do maneuvers. Also we're very fortunate to have a Controller responsible for doing outreach with a suitable budget and time to give presentations to our pilots throughout the TRACON. Its truly a 2 way street and we've given him an education from our perspective that controllers have to be there for us, so recognizing it can be tough sale for some pilots that don't want to talk, he listens to pilot concerns about being dropped etc and takes those back to his colleagues and its made a positive impact on our services here as well. We have for the most part only a couple sectors that can get so overwhelmed that they really do don't have time to give VFR FF. But even when that's happening the better ones keep you N number and say they'll call you back in 10 minutes (its almost always just a few minutes later) or some will ask you to call them back in 10 minutes.
    5 points
  3. Not sure what obeying all FARs have to do with the conversation, but yes - please obey all FARs. That's not really a negotiable part. Enhancing safety for yourself and everyone else by using flight following is just a personal preference that is considered an industry best practice, not a requirement. I don't know of any pilots who have hung up their headsets because they have to follow the FARs or have been encouraged to use flight following. Have heard of several pilots with God complexions, antiauthority traits, and unwillingness to learn that have met their fate. Guess endangered can have several meanings.
    4 points
  4. If memory serves, the hole is beveled on the ball side
    4 points
  5. Having rebuilt my parking brake this afternoon, it’s not the most robust set up. A quarter inch sized piston with 2 small O rings on it. If either of the O rings are slightly compromised, I could see fluid leaking by and not provide full holding power. I think that is what was going on with mine. The new and old O rings were remarkably different in condition. Mine just never held. Sent from my iPad using Tapatalk Pro
    4 points
  6. Respectfully, nonsense. With proper training, a twin of this class is very controllable during an engine failure. The odds of total engine failure are vanishingly small. We don’t hear about all the twin engine failures or precautionary shut downs because they are usually non events. The Cessna twin I usually fly, Mooney owner here, has a stall speed higher than VMC. Love the Mooney, would love to have a twin for the load and safety. The twin issues are mostly training issues imho. Sent from my iPhone using Tapatalk
    3 points
  7. Quantum dot. https://en.wikipedia.org/wiki/Quantum_dot I always thought those sticker CO monitors were more than useless. Useless would be not having one. More than useless is thinking you solved a problem thus leaving yourself satisfied as protected versus a risk and you are not.
    2 points
  8. Unlike most threads, this one didn’t turn out stupid. It started that way.
    2 points
  9. No...no one has said that, although knowing and obeying are highly recommended. People are rejecting your premise that ADSB is a substitution for flight following. By the way, flight following is advisory only. Any pilot receiving advisories, but not in airspace requiring separation services, is free to cancel if they don't like what they've been asked to do (perfectly legal but likely not very smart). You're not a lapdog to ATC when receiving advisories, they are working with/for you and they make suggestions, they don't give orders. As in "Mooney 39Q, traffic 11o'clock, 6300', opposite direction. They're not talking to me. SUGGEST right turn heading 230"
    2 points
  10. Yes, I've had success with it many times both in person and over the phone. All of these situations have been with the involvement of owners and credentialed mechanics trying to learn the idiosyncrasies of a system with which they have limited experience. I would say that next to improper assembly, this is the number one issue people have after overhauling the pump. Staking the balls to the seats (both nylon and the brass bleed valve) should be SOP during reassembly. It's sucks to install the system and have to remove it for this reason (ask me how I know)... Also, to be clear the release ball seat is brass not aluminum.
    2 points
  11. you are correct! I took a teflon hammer I use for sinus lifts and used it to force the ball into the teflon ring. I also brought my dental loupes for a better view. The hammering deformed it enough to close the gaps. I had to reverse one teflon seal b/c the tool mark gauges were too deep on one side. Anyway, you can hear a slight suction sound when you put your finger over the hole without a ball and push the internal ball. I knew we had it when we heard it. so, that would explain the inability to hydrolock; you're basically pushing the fluid back into the reservoir through the gap. It also explains why pumping super fast got the flaps to go down and why they held in place. I compare it to a heart valve that doesn't close properly and allows blood flow to reverse when it pumps. Anyway, a huge thanks to everyone that chipped in with advice. Thanks to Shadrach for answering a ton a questions via private messages and on the threads!
    2 points
  12. Correct. Just setting a fuel flow doesn't tell you much. You could be LOP or ROP. Personally I set my power by starting with the ROP settings MP+RPM/100 = 50 for 75%, 47 for 65%, 44 for 55%. I then lean to LOP, close the cowl flaps and make a slight adjustment in the throttle to get the equivalent LOP fuel flow: 10 gph = 75%, 8.7 gph = 65% and 7.4 gph = 55%. In reality, down low I'll set 22", then reduce to 2600 RPM (which brings the MP up to about 23") and then lean to LOP. This usually gives me a fuel flow around 9.5 gph. Up high I'll use WOT, 2600 RPM and just LOP. 75% = 75% = 75%. It doesn't matter how you get there, the speed will be the same. You can do it 100 ROP or you can do it LOP. However, for any given RPM, when LOP it will take more MP than it will when ROP to get the same power. For that reason, you can get 75% (or any power percentage for that matter) at a higher altitude when you run ROP than you can when LOP. So for maximum speed pick the altitude that lets you get the desired percentage of power when 100 ROP. However, being a CSOB, I use LOP and accept slightly lower speeds for significantly less cost. Same for RPM. The higher the RPM, the higher to possible power available. It's up to you to decide how high you want the RPM. I'm probably in the minority by cruising at 2600 RPM. Most people probably use 2500 or less.
    2 points
  13. While you got this all apart, might be a good time to pull those yoke control rods and have them chromed or whatever coating they have on them. Sent from my iPhone using Tapatalk Pro
    2 points
  14. I like the name for the E model: Super 21. Sounds fast! I own a 68 C. Great airplane but Ranger sounds like such a wimpy name. The speed designations (201, 231....) would be my preference.
    2 points
  15. I'm not condoning, just saying that I believe the cause will be based on the pilot's physiology rather than the condition of the airplane which was (except for the diatribes about ADSB) what many responses to this thread were about.
    2 points
  16. I read somewhere that this gentleman was on dialysis. I don't think flying an airplane is a good idea because I watched my dad do some weird stuff while he was on dialysis. It is possible he had an infection or a toxin buildup that left him disoriented. It happens easily and regularly to people on dialysis. This guy was at one time a CFI (also mentioned by his daughter)So his lack of radio proficiency and airport operations seems a bit telling when considering his mental state... My bet is that this accident will be more about his physiology and mental state rather than any mechanical failure of the aircraft. It'll be about a guy who loved flying (also eluded to by his daughter: He would sometimes say he was tired of being on the ground ) and was unwilling to admit to himself that it was time to stop flying. RIP...
    2 points
  17. https://drive.google.com/drive/folders/1BmxtvTtWAWXTqEkQ6lsq0t94zcQl0km7?usp=sharing I kinda do this performance recording on many flights by taking a quick pic that records all the data. So for any of you flying M20K's, there's a lot of performance data in that folder.
    2 points
  18. You’ll get lots of advice on LOP and ROP. Plenty of other threads to read too. However, I’d caution you on just setting a fuel flow without knowing where you are ROP, Peak or LOP. Probably should be somewhere around 90ish ROP, 20 or more LOP (depending on altitude) or Peak maybe if you’re real high. It’s pretty difficult to detonate an IO360 at 6,500’, but possible, especially lower. It’s also just a bad habit to set mixture half hazardly when you’ve apparently got egt info from all 4 cylinders. 25ROP is not a great place to operate the engine for efficiency, speed or longevity. Im definitely not trying to sound like a jerk or condescending, just trying to make us all better... and you beat me too... I did very similar speed testing last weekend in my M20F. 90 ROP, 10.2gph, 145 kts, 10300’ density alt. 136 knots at same altitude 20LOP. Js are nice!
    2 points
  19. Any chance you were trying to turn on the cabin heat but pulled the parking brake lever by accident?
    2 points
  20. After listening to the tape I couldn't believe the pilot had a current flight review and wondered if he has a medical and if the airplane had even yet been annual'd or if he had a ferry permit. I searched the airman's database. I couldn't find any Larry Nelson in CO in the database that would be a potential match (assuming he really was a CFI at one time); and I also tried Lawrence and Laurence. I then tried Larry Nelson's throughout the country and none of the 22 hits looked like a good match to this gentlemen's credentials sited by his daughter and none of the possible ones had a active medical - but if he just got one that wouldn't show up this soon anyway. I reviewed Beechtalk's thread on this too, (I saw at least one of you here also contributed to that thread), and another very interesting witness account was revealed. It was pasted in as a graphic and was relayed second hand by a co-worker. But it says the co-worker stopped by the plane and pilot on ramp because the cowling was open and he had a broken dzus fastener and another one messed up so bad that it wouldn't hold either. So the pilot asked this guy if he had any tape to secure it, and the guy said he then noticed "several other fasteners were being held shut by blue painters tape". It doesn't relay any discussion about actually trying to fix these discrepancies but goes on to say the co-worker apparently called the tower to see if the tower had authority to call this plane back to the ramp. Given the witness account, it appears very unlikely he even had a Ferry permit; let alone an annual. I doubt an A&P would risk their cert by signing off an airplane with broken fasteners not holding that would be pretty easy to fix before flying to CO. Another item I noticed on the audio tape, assuming the audio tape wasn't shortened, there clearly wasn't time for a rusty pilot to do a meaningful run-up after he arrived at the runway area and before he took off. He starts taxing at 24:00 when the controller tells him right on Alpha and at 24:30 he's on Alpha when the controller tells him next left to Alpha One and then 45 sec later at 25:15 he is calling tower for departure and the ensuing discussion on deployed speed brakes begins. Did he do a runup on the FBO ramp after startup or did he really depart without one? We don't know, only that there was very little time between arriving at the runway and departing. If the pilot was having a medical event that was going on pretty much the entire time wouldn't that it make it very unlikely he'd be able to get as far as he did to KSAF? Not conclusively, but sure seems unlikely. If he did have a ferry permit, he would have been limited to day VFR only, yet it was dark at his arrival to SAF and apparently not talking to tower when he went down a mile from the airport. I'll leave out my thoughts about 3 of the 5 hazardous attitudes for now in case this really was a medical issue. But it was so sad to hear this plane depart with an obviously very rusty pilot that shouldn't have been flying alone; especially on x-country flight in the mountains in a plane with questionable airworthiness concerns and at night. I can't help but wonder why his daughter didn't intervene.There was also reference to him following her on a x-country solo flight years ago implying she was also a pilot; at least years ago. Regardless though, I really believe there are take away's for us all by trying to understand these disasters and what we might do to avoid these. We're all getting older! One I've learned about from discussing some similar ones is the need for us aging pilots to appoint someone else we trust that's knowledgeable about our flying skills that can tell us when its time to start hanging it up or to really increase our level of currency training and increase our personal minimums. We really need to be able to trust objective criticism about our decreasing abilities when the time comes.
    2 points
  21. I’m the principal owner of Delta Aviation, the new Mooney dealer for the Western US. We are very active in the pre-owned long body Mooney market. I am based in Boise and have reps in SoCal, Phoenix and Denver. With your budget, you are very close to getting into an Acclaim with TKS, GFC700 and WAAS. A G1000 Bravo won’t have a GFC700 and is very unlikely to have WAAS. If you are willing to give up the G-1000 you can buy the very best of the King AP equipped Bravos (easier to do before you get spoiled - we’ve worked on Don lately and while he’s not ready to admit it yet, we know we’ve made real progress:). You’ll also have plenty of money left over for those panel upgrades, but you’ll be maintaining an older airframe and it’s possible you’ll find you don’t like the math when it comes time to sell. Considering your previous experiences with the Bravo and the Ovation, perhaps the best way I could be a resource is to arrange an opportunity for you to fly an Acclaim. An Ovation simply won’t compare to an Acclaim, but one with the 310 HP STC will likely beat a Bravo in a climb from sea level to 15K. In cruise at 15k however, the Ovation will be 10-15 knots slower than a Bravo and 30 knots slower than an Acclaim. From the mid teens up on into the flight levels, the Bravo really starts to shine. An Acclaim, simply does not acknowledge altitude. Is fast down low and climbs from sea level to FL250 in 21 minutes. Its best rate of climb occurs through 14k, due to the Scimitar’s application specific prop design which is optimized for the mid teens. The 550’s critical altitude is its service ceiling - both at 25k with 280 HP still available. You can cruise climb an Acclaim at 140-145 knots IAS and see 180 knots true airspeed as you climb through 12k or so, and over 200 knots TAS as you reach the lower flight levels, while maintaining 800-900 fpm in the climb with CHTs in the 350 area - all with no cowl flaps. The Continental 550 used in the Acclaim (and Ovation) has a modern, balanced downdraft induction system. In most of the Acclaims you’ll find the modern induction system paired with volume matched cylinders and flow matched heads. This results in EGTs peaking very close to each other, provides smooth lean of peak operation, incredible efficiencies and a 30+ degree reduction in CHTs that run in the 330 to 340 area in high speed cruise (30.5/2500). Bravos and Ovations are great, but an Acclaim is a pure animal! Let me know if I can be a resource. Mark Woods Delta Aviation M | 810.417.9950 www.deltaaviation.com Note: The pics below are of a clean Acclaim (without TKS or AC) and it was one of our faster demos . Expect a 5 knot penalty down low and 10 knots up high.
    2 points
  22. A few weeks ago, our LH strobe light quit the service. After a few hours of trying with other strobelights, I decided that the power supply is the reason for the failure. I also found out, that there is a third power supply for the tail! Nobody has ever seen the tail flashing – only the normal NAV-Light. Here is my story of bringing 2 power supplies back to work. The first one obviously had visible damage to the big capacitors on top of the circuit. Blown out gaskets and the electrolyte spread over the PCB casuing some corrosion. As a first job, I exchanged those 2 Caps with stronger ones (220µF/600V). The power supply started flashing again, but with pretty low power consumption (~40mA) instead of something near 3Amps and only 1 flash every 70s. The other compoments looked fine and undamaged. Nevertheless, I decided to change the two 100µF Caps with 100µF/63V parts. Better. 1 Flash every 18s, still low power consumption. The adjustable resistor did not change this behavior. In a nutshell, after hours of re-engineering the schematic and trying to test the transistors in the circuit, I decided to change the 3 transistors also. Perfect, now. Flashing with about 0,5Hz, you can adjust the power consumption with the potentiometer to the desired ~3A. But it does not really change the frequency. It may change the flash intensity but not much. And it does not smoke! The second power supply was different! No visible damage to any parts. Symptoms: 2A power consumption for the first 1-2seconds, decreasing to 100mA with the typical sweeping sound of a loading flashlight. 500V! on the connector to the strobelight, but no flash! I did the brute force approach now to save time. I changed all transistors and all caps. Works! Time needed about 1,5hours. Here are some more tips to accelerate the job: - You are working with high voltages of about 400-500V. Always unload the capacitors before doing anything. This includes longer times of waiting! - First check the small fuse soldered onto the PCB directly next to the red wire. It may be burned. - Don’t think too much. Change all the typical failing components together and do not try to change them in by one. Saves you time. The parts cost about 15-20€. - It is more difficult to get the parts. I ordered the parts from different sources, but it tunred out that digikey or Mouser should have all the parts. - Make sure the parts you order are from the right size and not too big dimensions. One problem for me was, that an important orange cap was bigger than the original. - Always make sure you have the right polarity for any part! - Make sure to solder the new parts pretty close to the PCB. Otherwise you may run into problems when re-assembling the power supply. Especially the 2N2907A and the cap next to it can collide with the connector for the strobe-light. This ist he part-list from digikey: Index Menge Teilenummer Hersteller-Teilenummer Beschreibung Kundenreferenz Lieferrückstände Stückpreis Gesamtpreis 3 3 MJE182STU-ND MJE182STU TRANS NPN 80V 3A TO-126 0 0,43000 1,29 € 4 3 2N2907ACS-ND 2N2907A TRANS PNP 60V 0.6A TO-18 0 2,05000 6,15 € 5 3 TIP35CGOS-ND TIP35CG TRANS NPN 100V 25A TO247 0 2,25000 6,75 € 6 3 338-4220-ND 715P22456MD3 CAP FILM 0.22UF 5% 600VDC RADIAL 0 5,12000 15,36 € Additionally, you need: 2 Caps 220µF 400 or 600V 2 Caps 100µF 63V Good luck! Other power supplies from other manufacturers should work in a similar way.
    1 point
  23. Hmmm...this looks interesting. Imagine running firelight's new iPhone-capable SVT and projecting with this thing? https://prime8.com/vizr/?s1=p8fndsf $39.99 wait. By 2 - get 1 free! Wait!!! Buy 3 get 2 free! I love how at the end of the ad it says "While HUD technology usually costs $400, $500, even $800 or more" These look more expensive for the F16 - even more than $800. Maybe even 500 or a 1000 times more. https://americansecuritytoday.com/bae-systems-modernize-head-displays-uae-f-16-fleet-video/ And I bet its not even offering a buy 3 get 2 free offer.
    1 point
  24. Do you keep the "quantum Eye" stuck on the panel to cover up a scratch or something?
    1 point
  25. Usually you get one head-ache each year... At year 10, you are seeing the same headache a second time... You get really good at this after awhile... Until your memory fades...? You know the seals are Teflon(PTFE) when.... you clean them with any solvent that works and they shine very white... They are so soft that any tool pressed into them will leave a scar... It will burn before ever melting... Its strength isn’t very strong at all... it is made through a process of sintering powder while under temperature and pressure... Final form is created using tools like a lathe... Teflon tape is the result of lathing (skiving) and collecting what comes off the cylindrical bar.... Best regards, -a-
    1 point
  26. you will be spoiled with the Avidyne 550. makes flying IFR seem like cheating. If you haven't done so already, check out the free IFD intro video at avidynetraining.com. Gary Reeves does a nice job explaining the basics of the Avidyne interface. Also download the IFD trainer and IFD1000 app for your ipad. You can start to chair fly the new radio while your shop is busy wiring the real one.
    1 point
  27. Don’t tell Josè that. His Mooney is safer than a C-130.
    1 point
  28. Anthony, I have one sitting on my desk at work, as well as the rest of the goodies I removed for my 900 install. Haven't got around to ebaying them yet. I'll sent a photo to you when I'm back in the office on Monday. Cheers, Dan
    1 point
  29. Not legacy sensors, fuel sensors are the exception, the 900 sensors will replace factory ones. The 700 probes should be removed, they are either piggyback off the factory location or in a different location all together. A few 700 probes can be reused with the 900 (if they have the same part number), like EGT and CHT probes.
    1 point
  30. My opinion is that the SB already covers this. However, what the shop should do as part of their job is to get clarification from Garmin. I am assuming they are a Garmin service center
    1 point
  31. Great looking glass cockpit!
    1 point
  32. Should have parked it facing uphill.........
    1 point
  33. The only time I really needed mine was parking at a nearby airport for some avionics work. The ramp was sloped and I knew I needed the parking brake which didn’t work. There was one reward. I now hold the world’s speed record for exiting a Mooney. Sent from my iPad using Tapatalk Pro
    1 point
  34. Remove the inserts and stake them with the ball. If you can get new ones great.
    1 point
  35. RB, great pics... 1) Check to see if the steel balls are seating properly... if they are supposed to seal against those plastic pieces, they are too marred to make a seal... (call Dan at Lasar) 2) Check to see if the control cable is shutting the valve properly... sounds like the flap valve is nearly in the up position... pump as fast as you can... If the valve is allowing the fluid back, you are in a race against the flap return speed.... Either way, it Sounds like hydraulic fluid is being allowed to escape back to the reservoir... 10year old PP memory of my M20C, not a mechanic... Best regards, -a-
    1 point
  36. There is a C or E (can’t remember which) at Saline Co. I done some Propeller work an a Dynamic Balance on it not to long ago. PM me an I will give you the fellas Information, he may be willing to take you for a spin around the Patch.
    1 point
  37. That the pistons in the master cylinders had returned to their full extended position.
    1 point
  38. In 94 the Ovation came out and had the new interior so I think the 94 Bravos and newer had the new fiberglass interior. I know my '96 Bravo (serial number 209) had it.
    1 point
  39. Anthony's right, the original name for the M20M was the TLS- for Turbo Lycoming Sabre. At that time, the M20J was the MSE- Mooney Special Edition (but it was still referred to as the 201/205) And the M20K was the TSE-Turbo Special Edition (but it was still referred to as the 252) It makes you wonder: how did they come up with Sabre for TLS?
    1 point
  40. Update: Sorry, the pics did not upload in a high enough res to be readable. Pic 1 is ROP - 224 kts TAS / 167 IAS Pic 2 is LOP - 215 kts TAS / 161 IAS
    1 point
  41. Having some weight in the baggage compartment improves cruise speed by several knots. I’ve started leaving the 30 lb. emergency kit back there. The extra weight is more than offset by the rearward CG shift.
    1 point
  42. My brakes hold well. I know because I’ve had to jump start the plane alone. I don’t use the park brake on start up because I’m using the brake pedals.
    1 point
  43. I am very surprised to hear that "most pilots" do not ever use the parking brake. I always set the brake to start the engine and to do the pre take off run up per my check list. The brakes hold firmly at least to up 2000 RPM though I keep my feet on the rudder pedals just in case. (And I've parked on ramps, including at self serve pumps, that were so sloped that the plane would be moving before I could get out and chock the wheels.) If the parking brakes did not hold I would fix them.
    1 point
  44. Good luck with the presentation... The pics never got posted...? Try to make the presentation focused on what 12 things the JPI 900 is capable of doing... Avoid an ROI discussion whenever possible regarding GA... unless you are committed to flying commercial 200nm every weekend... good luck, we’re pulling for you... Best regards, -a-
    1 point
  45. Well, it's been 2 months since I made my first post on this subject. All repairs have been made to the plane, the Annual is completed, and now we're just waiting on the new engine (which is supposed to be done next Thursday) and new prop to arrive. I found out that the shop really went to bat for me on getting a new prop because I'm told the old one was repairable. There was just no way that was going to work for me. The insurance company, through its adjustor, listened to my requests and for the most part was very responsive to my wishes. Baring any unforeseen issues between now and when the the engine and prop are installed, given that this happened, the result could not have been handled in any better manner.
    1 point
  46. @mschmuff, If Schadrach offers his expertise in engine ops in your local area... Jump on it! Be ready to discuss details as deeply as able... down to progression of flame fronts in the cylinders while LOP and ignition timing set to 25°BTDC.... We have had a few of those discussions around here... probably before Ross had kids... Good topics you want to consider covering related to the JPI... Settings and menus... Lean find, LOP and ROP... Depth of leaning... how low can you go... @5k’ and at 10k’. See how far LOP you can get at different alts... Gami test... how evenly is your fuel injectors distributing fuel... Got FF to go with that? Calibrating the K-factor is important... Leaning for taxi is a good idea... cover that too. See what happens if you push the throttle in without adjusting the mixture first... Target EGT method for setting mixture for T/O power above SL Run-up watch the EGTs rise... shut-down watch the rpm rise... In flight mag test? Savvy flight profiles... downloading data... uploading flight data to Savvy for presentation on MS... FF for each leg of operation... leaned or not.... a second reason to have FF (or collect some data) Put that on the list of a dozen things I would want to cover while flying with Ross, Byron, GSXR or Kortopates... Notice that there is a lot of flexibility to fly with some really knowledgeable MSers. Also, collect as many MSer CFIIs as you can in your log book... It is amazing how much other Mooney details you get while expecting what gets discussed on the surface... Also fly with as many MSers as you can to a fly-out... you pick up a few details each time... or trade details... or give some details... Stuff that comes from the top of my head... not trying to over-promise something that can’t be delivered... let me know if I am more excited about this flight than you are? This topic came up recently, where it becomes apparent that some people have the tools in the panel, but aren’t using them fully...yet. We can do better! Best regards, -a-
    1 point
  47. The only thing worse than flying a desk is... never mind, there's nothing worse.
    1 point
  48. New Philadelphia is where I found my 252. Eric handled the pre-buy/annual for me and did a great job. It's a good bunch of guys there. There also happens to be a beautiful Green/White Acclaim on that field. It's what replaced my 252 when I flew it home to Texas.
    1 point
  49. Yep. Classic magic smoke escape failure.Those caps store a high voltage chg that fires the zenon strobe tube.You could source the caps from digikey or jameco or Mouser using part code on cap body...That escaping fluid is probably oil based dielectric..hopefully not pcb based...
    1 point
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