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Showing content with the highest reputation on 11/05/2020 in all areas

  1. “Say assholes on board and fuel remaining”
    5 points
  2. 5 points
  3. I thought I heard somewhere that he had to talk with the FSDO but there wasn't any enforcement action, just a warning not to let it happen again. I was once given the "number to copy" and had a nice long conversation with the FSDO. I heard that with cops and speeding tickets, the longer the conversation goes, the less likely you are to get a ticket. I took that to heart and so the FSDO and I talked for over two hours. At the end he was "satisfied no additional training, or other action is warranted." (At least an hour and a half of that time he was telling me stories from flying in the "good old days". It turned out to be an enjoyable two hours of hangar flying.
    5 points
  4. Take the clothespin and playing card out of the spokes.
    5 points
  5. We have figured it out. Throttle body is back with Rocket. When originally sent, Rocket provided the control levers for it which were Rocket parts. That said, they missed the connection issue. When we got it back, we were at a loss. After a series of phone calls and requesting certain diagrams/drawings to be scanned and sent to me, Rocket realized they did in fact modify the throttle body control unit for all Mooney Missiles, they just had not modified one in 22 years. So it's with Rocked. They are modifying it now. it should be sent back late this week or early next week so we can finish attaching everything on the the front end of the airplane. I'd say odds are 50/50 we'll be in the air prior to thanksgiving. -Seth
    5 points
  6. You need to have a talk with the airport manager and point them to the FAA AC 150/5210-5D. They should have a flag or a light bar/beacon AND a radio. If you don't get a proper response talk to the local FSDO and they will straighten them out. We had a similar problem at our field, not with airport authority but with plane owners thinking they could drive over to the other side of the field unmarked. We got it straightened out fairly quick. It is an accident waiting to happen.
    4 points
  7. Here's a question for the group Why wouldn't the TT A/P qualify as NORSEE equipment ? Here's a cut from the enabling legislation (Policy No: PS-AIR-21.8- 1602) Most NORSEE categories fall under the avionics, electronic instrument, and display categories. However, mechanical and other NORSEE categories can use the same methodology and evaluation approach, as outlined in this policy statement. The types of equipment that may be considered NORSEE include, but are not limited to the following:  Traffic advisory system,  Terrain advisory (such as a terrain awareness and warning system (TAWS)),  Attitude indicator,  Weather advisory,  Crashworthiness improvement,  Configuration advisory (such as gear advisory for floats and takeoff/landing configuration),  Supplemental indication (such as a fuel flow or fuel quantity indicator),  Monitoring/detection system (such as a smoke, carbon monoxide, or fire detector),  Extinguishing system (such as a fire extinguisher), and  Stability and control (such as an autopilot or stability augmentation system). Why go all the way to full certification? How about the Experimental model with the certified servos (as I know the feds would require that, they decouple the drive gears with power loss)? Gets around the full cert log jam Accomplishes the same end point ( no approach capability yet in the certified one either or by choice cancel the approach capability for the NORSEE install) Maybe BK should look at this?
    3 points
  8. Please consider an arrangement that keeps the gun itself outside the cowl, and directs the hot air it blows up through the cowl flap. For one thing, hot air rises, so blowing hot air along the top of the engine is not going to be very effective in heating it. More importantly, though, a number of things can go wrong with the arrangement you propose. Some are admittedly small risks, like accidentally catching the frame of the gun or its power cord on your fuel injector lines and bending/breaking them. But some are potentially catastrophic, like the heating element or the temp controller malfunctioning, and starting a fire while unsupervised. When it comes to inexpensive DIY heating solutions, there just a lot of good, common-sense risk mitigation in keeping the thing that is generating the heat outside the engine compartment.
    3 points
  9. I personally don't think a knowledgeable experienced pilot would do it without being an additional insured with a waiver of subrogation- so the 50 hrs of K time is mute and you'll simply want to add the ferry pilot to the policy; where lack of time may effect the rate but not make it impossible. Without the pilot being a names insured, I hope whomever realizes that your insurance won't cover them. Instead your insurance company could subrogate against the pilot to cover their losses if something did happen. Hopefully nothing will. Good luck with your new bird!
    3 points
  10. Pick Paul! His plane is in the Mother of all Annuals right now! #LetPaulFly
    3 points
  11. I used a 1500 watt space heater with dryer duct through the cowl flaps and wrapped the cowl with a insulated hot water heater cover. I used one meant for a 80 Gallon tank and it almost wraps completely around the cowling.
    3 points
  12. You're not going to fly automatic holding patterns without GPSS. It's so beneficial that I would immediately run down to your friendly avionics shop and have the DAC 31 installed. They're reasonably inexpensive, and after you use it for awhile, you'll wonder why you didn't get it sooner.
    3 points
  13. Spoke with the airport manager and he was very receptive and concerned. Took down all the info and I believe he’ll take care of it.
    3 points
  14. I don't think this would work: "I declare emergency because I am very frustrated and in a bad mood."
    3 points
  15. While its not the most 'exciting' flight traced.... She's flying again! https://flightaware.com/live/flight/N2652W https://flightaware.com/live/flight/N2652W/history/20201105/1350Z/KUGN/tracklog -Don
    3 points
  16. I can’t believe we’ve revived a nearly 3 year old thread and are now arguing about it again.
    3 points
  17. Try this MIL Spec Sheet Cross Reference Mil Spec Sheet.pdf
    3 points
  18. I may be wrong here, and I know we have some real experts here. The open pilot clause protects your interest in the plane if you let someone else fly the plane, it doesn't protect the other pilot, who may get a claim against him/her if they damage your plane, you are covered. If they are named insured they are protected also. My airplane insurance protects me if I use someone else's plane, and they make a claim against me.
    2 points
  19. I would worry about such a narrow concentrated heat application. Those things put out a lot of heat but probably not enough to warm the engine. But enough to fry wiring and melt hoses. -Robert
    2 points
  20. You'd be a slam dunk as a K owner. The process does take a couple days. The Broker will want you to fill out a full pilot history form like any Pilot applying for insurance before they present you to the underwriter for coverage. Then these days they are more often charging to add on a pilot even when the additional insured is much more experienced in type than the owner is.
    2 points
  21. One other issue with a heat gun or anything else “quick” is that the engine and oil is a huge heat sink. Nothing is going to happen real fast. You can point 500 degrees of heat at cylinders 1/3, and you might even get the outside metal temps up pretty high, but did you heat the pistons and the oil? Or #2/4? Likely not. You really need to get the entire engine (inside and out) and oil up to a reasonable temp. no matter what, it’s going to take a little while. Even if your cylinder temp says 100 degrees, where is that sensor and does that mean the whole engine? If you want a good long term solution, reiff or tanis heats the oil and each cylinder. You can look on their website, but even they will tell you it takes time from a cold engine. If you want cheap (and not very mobile), a small space heater with dryer vent up the cowl works great. I use it on the lowest setting. I also have a text enabled power socket that I use to turn on the heater from home. I typically turn it on the night before. Outside temps of 10 degrees yield oil and cylinder temps of ~70 (it’s in a hangar).
    2 points
  22. Like many, I do leave the strobes ON (it drains fast if you don’t notice ) and I also flip the stall warner before walking away (that counts as an extra landing in my logbook )
    2 points
  23. REIF heater rings are inexpensive and do it right. My two cents.
    2 points
  24. Because an autopilot is integrated with other systems and if it fails, the results could be catastrophic. NORSEE is intended only for equipment whose failure condition is minor: "1.4 Safety Evaluation. The overall safety evaluation for non-required equipment assumes the equipment will fail, regardless of the system or subsystem and the probability of such a failure. The safety evaluation must show evidence that such failures do not reduce the capability of the aircraft or the ability of the pilot/flightcrew to cope with a failure condition worse than minor. "For integrated systems, the evaluation process also should take into account any additional interdependencies that may arise because of integration. In all cases involving integrated systems, the safety evaluation process is of fundamental importance in meeting the safety objective for the system. Design considerations may include, but are not limited to— "Separation from those systems that are considered primary (required by airworthiness standards or operating rules, or critical to the operation of the aircraft); "Independence in operation that does not require input, signal, or information acquired from a primary system to operate; and "Protection from adverse effects on the rest of the system during normal operating conditions or when failure occurs. "A more robust safety evaluation may be necessary if it concerns complex systems with a high degree of integration, unproven new technology, or systems that can directly control the aircraft. There are appropriate safety assessment tools (such as failure modes and effects analyses or functional hazard analyses) tailored specifically to evaluate these types of systems. The overall safety evaluation process should consider a system’s architecture, functionality, operational capabilities and limitations, human factors, and whether the system requires pilot training. Once the evaluation is completed, it should provide the necessary assurance that all foreseeable failure conditions (such as loss of function or misleading information) have been identified and assessed." If the failure mode is more than minor, a pretty robust evaluation process is contemplated, but the FAA says so little about above-minor failures in the March 31, 2016 Policy Statement (seriously, it's barely a page) that I think it's fair to assume they would push an applicant into full certification: "2 NORSEE APPROVAL WITH FAILURE CONDITIONS ABOVE MINOR. "2.1 The regulations applicable to NORSEE include 14 CFR xx.1301 and xx.1309 for parts 23, 27, and 29. NORSEE can improve safety when installed in aircraft, even though it is not required for certification or the rules under which the aircraft operates (such as 14 CFR parts 91, 133, 135, 136, and 137). The premise of these rules is that systems and equipment in aircraft must be appropriately designed, manufactured, and installed so each performs its intended function and does not present an unacceptable hazard to the aircraft because of malfunction or failure. "2.2 To show compliance with the requirements pursuant to § xx.1309, it is necessary to show that NORSEE installation will not cause unacceptable adverse effects and to verify that the aircraft is adequately protected against any hazards that could result from malfunctions or failures caused by NORSEE. If it is determined that failure or malfunction could result in a hazard to the aircraft, that hazard must be minimized through mitigating means to an acceptable level, or prevented altogether depending on the severity of the failure and its effect on the aircraft. Design features should be taken into account to prevent hazards either by ensuring the failure condition will not occur or by having redundancy or annunciation with acceptable corrective action by the associated flightcrew." Source (emphases added). That process would have to be so involved that you might as well pursue full certification. And I bet BK's lawyers wouldn't be thrilled by the lawsuits that will result if their NORSEE-approved equipment kills people, especially once the jury is told that BK cut corners and cheaped out, when all of their competitors (Garmin, Genesys, Dynon, etc.) obtained full certification, so that they could start selling units faster.
    2 points
  25. I know a guy who uses a cheep hair drier he bought from Walmart and thinks its the best thing ever.
    2 points
  26. Heating up the engine, with any means, will take time, I doubt a heat gun is the tool for it. I think that for "portable" / "cb" solutions a decent space heater and tubing to pump the heat up the cowl flaps would be easiest, and that is what I'll be attempting to run with, topping it off with some insulation, or an engine blanket, on the top of the cowling, and plugs for the air inlets so the warm air stays under the cowl. Once I have it "under control" perhaps a remote starting mechanism, but that's low on my priority list since it's easy to start a fire if anything goes wrong.
    2 points
  27. Patience bingo! Asshole in the cockpit.
    2 points
  28. Great flying weather in Iowa this week
    2 points
  29. Probably a little hard to read in this picture, but the fifth number from the left on the bottom of the 930 screen is Zulu time, 20:50:08. Constant display. As you can see from this picture, I am not that great at resetting the EI when I should, when they work on my plane and disconnect the battery (which stops the clock). My only point is that there is such a thing as a permanent digital clock display. I see this must have been shortly after the JPI was sent in to make it compatible with CiES senders. When it came back the engine designation was wrong (it's an LB, not a GB), among other things, which has since been fixed. I suppose if you read permanent very literally even the JPI is still an issue because it does not display when the master is off, but I don't think it has to at that point, the aircraft is not being operated.
    2 points
  30. Cut-and-pasted from my one-note notes for my M20J. SMM for M20C may differ slightly.: Mooney lubrication notes, by eaj, 8/22/2020. See M20J SMM Section 5-20-7 P 18-20. Order: Lube items, manual symbol, specification, compliant products. Landing Gear Zerks, W, MIL-G-81322, superceded by MIL-PRF-81322. Mobil Grease 28 or Aeroshell 22 Rod ends, y, Teflon (PTFE), Tri-Flow specified. Bellcranks, u-joints, bungee/spring attachments, flap indicator cable, fuel selector valve, baggage and cabin door hinges, control surface hinges, S, MIL-L-7870, superceded by MIL-PRF-7870C (or latest). Low-temp general purpose light oil. Suggested is 3-in-1, LPS 2. Stabilizer trim jackscrew/actuator, chain and gear, j, specified Aeroshell 7 Wheel Bearings, Y, MIL-L-3545, superceded by MIL-PRF-81322G (or latest), Aeroshell 22 or Mobil SHC 100 Control rod guide blocks, D, MIL-G-23827 or MIL-G-3278, superceded by MIL-PRF-23827, Aeroshell 7 or Aeroshell 33 (NOTE: Aeroshell 7 and Aeroshell 33 are not compatible with each other, do not mix.) Gear or flap actuator gear box, W, MIL-G-81322 superceded by MIL-PRF-81322, Aeroshell 22 or Mobil SHC 100 NOTE: SBM20-190B for Dukes/ITT gear actuator gearbox indicates Aeroshell 7, or MIL-PRF-23827 with 10% by vol molybdenum disfulfide. Gear or flap actuator Ball screw, ë, specified Lubriplate 630AA Door latches, , Door Ease Stick Lubricant Note: Aeroshell 22 covers most grease requirements, and cannot be mixed with Aeroshell 5 Note: Aeroshell 7 (trim, guide blocks), and Lubriplate 630AA (ball screws) covers the rest of the grease requirements. Spec status here: http://everyspec.com/categories/lubrication/ Aeroshell compatibility notes here: https://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/the-aeroshell-book/_jcr_content/par/textimage_1433441235.stream/1519764636322/2450d6be71ecb544ed66e557f856b8e59a15ae28/aeroshell-book-5greases.pdf Aeroshell online book: https://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/the-aeroshell-book.html
    2 points
  31. Here's what I use: Landing gear/flap actuator ball screws -- Lubriplate 630-AA Landing gear zerks -- Aeroshell 22 Control guide blocks -- Aeroshell 7 Trim screws -- Aeroshell 7 Wheel bearings -- Mobil SHC 100 Rod ends -- Triflow Control bearings, u-joints, trim chain -- LPS 2
    2 points
  32. Excellent, you will like that 730/830 upgrade. Be sure to look at the setup menus and record data at the highest possible rate, I think it is once every two seconds is the highest rate choice.
    2 points
  33. The fuel burn will fix that
    2 points
  34. If you have LED strobes, leaving those on will really wake you up if you forget to turn off the master switch
    2 points
  35. In my M20C I never used flaps on an instrument approach. You're guaranteed to have a longish runway and it's one less thing to do.
    2 points
  36. I've attached the sheet I made for doing mine. The symbols are different, but you should be able to line them up for most of them. I had made a sheet for my C, but I seem to have misplaced it. You'll have to pull your spinner to see which grease to use on your prop. M20K Lubrication.pdf
    2 points
  37. Your prop should have a sticker under the spinner, always refill with the same. Mine is #5, but yours could easily be #6. I use #22 for the landing gear and jack screw. And lots of Tri-Flow where things move and pass through guideblocks . . . . Don't forget wheel grease, too.
    2 points
  38. Petrolatum (aka petroleum jelly) is a decent lubricant for most types of O-rings, including buna-n/nitrile, neoprene, and fluorosilicone. If you disassemble the cap to replace the small o-ring, a healthy slathering of petrolatum in there will help keep things happy. Likewise smearing some on the large o-ring helps keep it happy. The petrolatum is also compatible with the fuel should some of it fall in the tank. https://www.applerubber.com/src/pdf/table-h.pdf
    2 points
  39. My beacon is always on, to remind me of the master switch.
    2 points
  40. I installed a rotating beacon on my plane that is always on, that way if the master stitch is left on I see the rotating beacon flashing. Actually, now that I think about it, it came installed already when I bought the plane.
    2 points
  41. The Shaw 457 are generally not a serviceable fuel cap from my understanding. You already have a special fluorosilicone ring installed so if it isnt giving you trouble, fly on!
    2 points
  42. Thanks for all the responses! (You guys are really helpful--I'm looking forward to being a part of this community.) I checked with the insurance company, and they did say it had to be K-specific time (50+ hours). The alternative they would consider would be to add someone else as a named insured pilot to the policy... I just got off the phone with @Greg_D and I think we've worked something out. With any luck, I'll have a tail number to add to my profile in 2 weeks' time!
    1 point
  43. Tanis also works well, a heater pad on the oil pan.
    1 point
  44. You guys need to stop talking. All of this large engine talk is like reading a hustler magazine.
    1 point
  45. Imagine a PA30 Twin Comanche with a pair of the 720's ;-)
    1 point
  46. Looks like Aeroshell 6 is a substitute for the obsolete MIL-G-7711:
    1 point
  47. that makes sense. mine look perfectly fine. someone told me to clean em and put some vaseline on em.
    1 point
  48. Got it thanks. I went flying today but wasn’t able to run the test due to workload. I’ll run a flight dedicated to just this shortly. Also I may wait, as I have an EDM upgrade scheduled next week to a 730/830 from a 700. Right now I don’t have FF connected to the 700 but will after upgrade, so it makes it much more difficult to pull an accurate gami spread. I’ll post as soon as I get good data for you.
    1 point
  49. Have you flown with electric trim? I find some pilots like it and others do not. I find myself most often using the manual trim when I"m flying something with electric just because the feedback feels more intuitive. To me the main benefit of electric trim is the auto-adjustments as you reduce power, etc but you don't get that without an autopilot being attached to it. -Robert
    1 point
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