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Showing content with the highest reputation on 03/13/2021 in all areas

  1. 5 points
  2. I think at this point I'm going to keep it. This new job has pay that is almost a third higher than I've ever made in my entire professional career so I think I should be able to hack it
    4 points
  3. Update on N6744U... ...Not much. The past six months have been hectic for me. I've been busy working as an aerial survey pilot in a 172 working on a project on the east coast, in a different hotel room every night. The plus side is I was within 2 hours of home, so if there ever was a stretch of bad weather, it was cheaper for my boss to buy gas and let me fly home versus having me sit in a hotel for days on end. Also, my mechanic was cheaper than most guys on the road for scheduled maintenance, so two reasons to visit home. I've only flown the Mooney once or twice in the past few months and I feel guilty. We flew the piss out of these planes. In January, I flew 142 hours in a 30-day period. We were averaging about 8.0 Hobbs a day, my longest being a 10.5. With that, I eclipsed 1200 hours total time, which put me past Part 135 hiring mins. And that played a crucial part shortly thereafter- Since December I've been on every online hiring board trying to find a more permanent job. Survey was fun, but you got paid per flight hour, so a 10-day stretch of weather means you are eating beans for two weeks. Plus, I haven't had health insurance in close to two years now and IRS 1099 plain sucks. While out on the road, I found a job posting for a Cessna 208 Caravan pilot position for a Part 135 on-demand cargo operator in the Northeast. I am familiar with the operator as two of my very close friends fly for them and visiting them up in Maine, I've been able to talk to them about the job and they have had absolutely nothing bad to say about it. So I applied online and called my friend. "Hey," I said. "Wiggins is hiring. I just put in an application." My friend replied: "DUDE! Send me your resume, I'll go walk it into the chief pilots office right now!". The next day, while over South Carolina at 3,000 feet and listening to the Spice Girls, my phone rings and its got a 207 area code- New Hampshire. The base state of Wiggins. I scrambled to answer it while holding on my survey line with my knees. I'm yelling over the roar of the engine and tornado of wind that exists due to the 12" hole in the floor. "HELLO!?...." a friendly female introduced herself as HR and wanted me to do a video chat interview in two days. I was ecstatic! My coworker and I drove to a Mens Wearhouse that afternoon and with my last $100 I bought a dress shirt, tie, and blazer. No pants. Because why? The interview went smoothly. They asked me one question- 'how did you get into aviation?' I spent about 7 minutes giving them a love story. I told them about the Mooney. The endless nights of ramen noodles. My experience ferrying from California to Florida and my family who are all pilots. That must have resonated with the chief pilot because he loved it. They offered me a conditional job offer, and even better- a choice of bases! I chose Bangor, ME because of the friends I have up there. A week later, my replacement was hired and I spent a day with him in the 172. I felt great, not only for moving onto something bigger and better, but the fact my 1200-hour self wasn't hogging the great hour-building experience that is survey. Something that would better benefit a 250-hour guy (who my replacement was). I got him squared away and went home to pack. I quickly decided against bringing the Mooney up at first and would come back to get it once I get settled in. So I packed both of my cars and my girlfriend drove my Toyota and followed me in my Mustang. I can't live without my Mustang- its too damned fun to drive but I also knew I didn't want to drive it in the salt nor would it last long before ending up in a ditch with Florida summer performance tires on it. So we drove both and I'll keep the Mach 1 parked until spring. 10 hours to our first stop in Norfolk, VA where my sister lives. I visited her for a day, also got to see the BB-64 U.S.S WisKy (I love naval history and ww2 ships) and continued the rest of the 10 hours to New Hampshire for indoc. Getting past Delaware, I saw snow for the first time in a long time. And first time driving in it. I'm sure I was getting a lot of looks with my Florida plates and a Mustang doing 40mph in New Hampshire while I was getting passed by everyone in a Tahoe and 4WD trucks. I took the Toyota up to Maine on my first weekend off to scout for an apartment and got caught in what I call a snow storm but some of you probably call a sunday afternoon. Roads slushed over, even with brand-new All-Season tires on my FWD car, it still broke loose at 20mph. I lived, got to experience Maine some and went back to NH to finish indoc. Training went well. 8 days of Hazmat, company policy, 135 ops and requirements, icing basics, and all the basic paperwork stuff. I got to sit in the airplane and realize how much over my head it seemed I was in. All 1,400 hours I currently have are in 1960s airplanes with their factory panels. I've got maybe 4-5 hours behind a GNS430, and my only 3 GPS approaches are from my multi checkride two years ago. Turbine operations, G1000, autopilot, A/C, FIKI, and of course Part 135 rules- made this seem daunting. After indoc, they airlined me over to FlightSafety International in Wichita, KS for three days of ground school and five days in their Level-D simulators. So far we've done everything from basic VFR hand flying to feel the weight of the plane to IFR approaches down to minimums on the fully coupled AP with the wings fully iced over, generator offline, and half of the displays blacked out. I've also accidentally shut down the entire G1000 suite on an approach when I closed a guarded backup switch and introduced a failure that I, nor the instructor, had planned on, but I got points for quickly going to the "steam gauges" as my hand quickly undid the last action I took to get everything back online. So quite fun so far. I've had instances of the FD trying to take me elsewhere and I'm sure I was telling it to do something wrong, but almost to the FAF I didn't have time to fart with it- so I just hit the AP disconnect and looked at my paper charts and hand-flew the rest of the VOR approach. The instructor gave me props for reverting back to "what I know" and hand flying. But I know I have to learn the G1000 system better. I've downloaded two books on it and spend most of my free time in the hotel room reading about shortcuts and ways to make it work for me. (This next shot was last 15 minutes left of our session- we decided to have a little break and do some STOL competition in Alaska. Got it down and stopped in 600feet) I return to Manchester tomorrow and starting next week I get my first taste of flying the real airplane with an instructor. But one thing has surely stuck in my mind- this higly dictated, scheduled world of Part 135 sure does not seem like fun flying. I know I have to get the Mooney up here ASAP. I'll need a break from flying and go flying to clear my mind from flying with some good flying.
    4 points
  4. I have an Avidyne IFD550 and, as a point of reference, mine was sold and installed by a high volume Aviynde dealer. It was a new install, so it was not dependent on 20+ year old wiring, cabling and antennas, and whatever 430/530 install corners that were cut, prior to WAAS upgrades. My com radio is 5/5 and works well even inside my hangar. On a previous airplane I did slide-in replacements with no problems, but this was on a factory installed 530W & 430W. I can imagine how frustrating it is for the customer and for Avidyne on slide-in replacements when the previous installs cut corners on wiring and cabling, or when someone does an install and doesn't follow the installation manual completely. My experience with Avidyne has been a 10 out of 10 since 2014 when I bought an early IFD540. Any time that I have had a question they have been extremely responsive and even on a software upgrade that went wrong they patiently helped me to get it right. On customer service for me they have been everything that Garmin isn't.
    3 points
  5. 100% correct, along with another old wive's tale - shock cooling! So many . . .
    3 points
  6. Also not tracking, but to keep with the spirit, can you cite an example of an A&P who’s license was yanked for their Lycoming 4 cylinder theory, and what that theory was?
    3 points
  7. After attending the APS course with Ada, OK at GAMI, I was persuaded that the need to let turbo's "cool down" is actually a myth, old-wives tale, etc. The turbo bearings and surrounding oil is as cool as it will get when touching down. Sitting on the ramp letting it idle, only serves to heat the bearings and oil back up. Consequently I've never sat at idle to let the turbo "cool down". It certainly didn't have any adverse effect on my turbo. We sent it off for overhaul as part of the engine MOH, with 1830 hours on it. The shop sent it right back saying the turbo is in pristine condition and needed nothing. I guess we'll go another 1800 hours on it.
    3 points
  8. Two ways. 1. Load another approach. 2. Tap on the approach and remove it.
    2 points
  9. Modern-ish ELTs... Have a panel mounted switch for them... This allows the PIC to broadcast his position prior to the accident removing the antenna and breaking the switch... -a-
    2 points
  10. I get faster response with email: aviation.support@garmin.com You might also reference my support ticket: <<Reference ID:18854451K0 >> Re: GNS 430W Airport Terrain Database issue <Q#:1002106> Skip
    2 points
  11. I found this interesting
    2 points
  12. I use the old ones in our basement CO detectors, sitting on a shelf.... they last forever for that application and the detector will beep at you when they go bad. Makes me feel like I’m really getting my money out of them.
    2 points
  13. In the class, George explained, and showed us, how they'd put temp probes into the housing of the turbo where the oil is held to measure the oil temperature, and did the same with bearing its self. Then with the ability to record the temp of the oil around the turbo and the bearings in the turbo, they went and flew the plane. They found that the bearings and the oil is at it's coolest temps on landing. There was no further reduction in temps during the taxi and actually would heat back up if you sat for 5 minutes at idle power. So since a cooler turbo bearing is better. Shut it down as soon as you get to parking. You can't get the temperature any lower with the engine running. It also makes the line guy happy that he doesn't have to stand there for 5 min holding the chocks, waiting for the prop to stop spinning
    2 points
  14. The only reason to get a ferry permit is to fly an airplane that isn’t airworthy. I got my ferry permit to move a C172 I bought from a friends dad who is in a nursing home and will never fly again. The plane was 7 years out of annual. I had to show the inspector a logbook entry where l certified the plane was “airworthy for flight”
    2 points
  15. The engine is at idle when you taxi. At idle on start up, two of the cylinders barely fire because they are at the far ends of the induction tubes and don't get much MP. They won't show a CHT on my JPI until I do the run-up or gun the engine for some other reason. That doesn't mean they aren't firing, just that the fire is really low in those cylinders. The engine is not making enough power to push the turbo very fast. I haven't ever done a cool down and my turbo is at about 1200 hours since it was last rebuilt, the engine is more than a hundred hours over tbo. So much for the turbo cool down theory. The fixed wastegate would not make any difference, you have to have some exhaust going through the turbo to begin with and there just is not very much at idle. Idle for me BTW is 1200, the engine definitely does not like less than 1100 and the electrical charging system likes it even less.
    2 points
  16. Really nothing to do with the bolt or Meryln - everything to do with TIT. The turbo still needs a cool down, you don't want to shutdown the engine at cruise TIT temps. But the reality is the cool down began when you pulled the power to near idle and full rich during the final approach. If it was an instrument approach that's near 5 nm out at a low rich power or if a pattern landing that's pretty much entering the pattern and then especially abeam the numbers on the down wind when power is real low. The result is the turbo is cooling down along with oil temp in the final approach phase and you'll notice TIT is actually at its lowest when you touch down - in the 800-900F range. Then as you add some power to taxi it'll may climb back over a 1000F but still cooling down. Add the few 3+ minutes to taxi, and you can see the turbo has been cooling down for plenty of time before you get to parking. Thus further no need to idle before shutdown, you won't be able to get the TIT any lower than what it was before you taxied to parking.
    2 points
  17. Yes, that book came with our engines. But, I’m missing your point. Operating and maintenance are different concepts. Help me understand.
    2 points
  18. This isn't a comment about doing your own oil changes, but I would encourage everyone to take a look under the cowling on a regular basis, even if you have no idea what you are looking for. I can see a lot with a flashlight just looking through the door to check the oil and up through the cowl flaps. I didn't know much of anything four years ago about what to look for, but I would look anyway. I take a look during every pre-flight, you just don't know what you may or may not see, and if you look at it enough you will know when something just doesn't look like you think it used to.
    2 points
  19. Because when I was using my airplane to commute to work, I didn't have time to remove the cowl and change the filter. I could fill it back up in about 5 minutes. The filter still got changed 3 or 4 times a year. There is a lot more crud sitting in the sump than in a drained filter...
    2 points
  20. Was going to take a short trip at lunchtime today, start was normal as warmup, taxi, going thru the checklist. Runup was routine, mag drop was about 75 each, as was carb heat, prop cycle, etc. Tower clearance, turning onto the runway, it felt like a flat tire, or rumble strips on the highway. I let it roll on the runway a little, fed a little power, the engine shook, ran rough, backfired a couple times. Pulled power, told tower there was a problem and was going back to parking. Stopped along the way, ran it up a little, yes it was plenty rough. right mag was smooth, left mag wouldn't run. It would cause a backfire about once a second or so, but otherwise the left mag wasn't going to run the engine. It was working great until it wasn't. I'm expecting to find some nylon gear teeth sheared inside the mag. I was planning an annual at AGL end of the month, was going to ask Lynn a few questions about the SureFly SIM. I guess this hastens that conversation. In the meanwhile, I need to get the plane up there. Anyone have a spare, useable, shower of sparks Bendix mag they could loan/rent me for 6 weeks? Over the years I can only think of a few aborted trips due to problems found on the ground. Two vacuum pumps dead on startup. One, maybe two alternator/regulator/wiring not supplying power on startup. A flat main strut on the Bonanza. After having a SB done on the Bonanza interior door handle, I found myself locked in the airplane after taxi to the fuel pump (mechanic got a 5 AM wakeup call). That's it, all remembered. Not bad for 43 years flying nearly every week. A whole bunch of stuff broke while flying, a few more things were found after a trip like a big puddle of oil in front of the hangar, coming out of my engine right then. What mechanical surprise has stopped your trip before getting started?
    1 point
  21. Hey guys, I thought I would upload this simple hack. Most portable/handheld Garmin units come with a yoke mount. Mine sat on the shelf until now. This aluminum yoke mount can be used as a oil filter cutter. All you need is the little cutting wheel and this one dollar packet of hardware from Lowe’s. It works just as well as the $100 cutters out there.
    1 point
  22. Polished blades are okay on some Hamilton Standard propellers and many steel-bladed propellers. The operator's manual you cited just says to change the filter on the 50 hour inspection, and only says to change the oil (the filter isn't mentioned) on the 100-hour inspection. To me that's a 100-hour filter change interval and a 50-hour oil change interval. Is changing the filter every 50 hours (or more frequently) contrary to the operating manual? A strict reading would suggest so. Edit: This is in reference to the Lycoming xO-360 Operator's Manual initially cited above. Also, the OM 100-hour instructions do reference the 50-hour instructions, so the filter change is included that way.
    1 point
  23. Welp, now that i've set my mind on installing a Dynon HDX with a TruTrak autopilot, you can guarantee nothing will get certified.
    1 point
  24. +1 on everything @jlunseth and @gsxrpilot have said. One other comment - you may have to trail the cowl flaps partially open during cruise in hot weather. Otherwise your hottest cylinder will be over the 380 degrees F that the experts (Mike Busch and GAMI) recommend for maximum cylinder life.
    1 point
  25. Alkaline batteries, though nominally rated at 1.5V, have an open circuit voltage of about 1.55 to 1.65V. The open circuit voltage is a measure of charge state but not capacity which must be tested under load. Batteries produce current by converting the energy released by chemical reactions into electrical energy. These chemical reactions take place to some extent even when the battery is not supplying current to a load. This is called self discharge and affects what is commonly referred to as shelf life. (Someone once noted that a flashlight is a tubular container for storing dead batteries ). The chemical reactions are heat sensitive -- batteries run down faster in hot temperatures. Most alkaline batteries have a shelf life at room temperature of about 5 years. FAR 91.207 requires ELT battery replacement at 50% of useful life. So taking 5 years, adjusting for elevated storage temperature in an airplane sitting on the ramp at Phoenix, and dividing by two yields about 2 years. It's probably overly conservative, but this is a last resort safety device and the batteries are relatively inexpensive. Lithium batteries used in newer 406MHz ELTs have a longer life -- I just replaced the one in my ACK and it has a life of 5 years. id_alkaline_1203_e.pdf Skip
    1 point
  26. Hi, for me the difference was a very noticeable increase in engine roughness(?) while lean of peak and with switching the mags on or off. It could be other ignition related items to that particular mag, like the harness or plugs also. My left mag that had high hours was just IRANed and it is noticeably smoother now. The TIT went down a bit also. I think the TIT went down about 20 degrees based on the same power settings before and after the repair, not accounting for environmental conditions. There was a number of degraded parts for that mag if I recall, including worn down cam, points and some other bits showing their age. Certainly when you run on one mag, LOP and at altitude all the EGTs and TITs jump due to the less complete, or later in-cylinder combustion and more flame out the exhaust. With your EGTs being that much higher, it could suggest an issue with the ignition either in the mags or wires themselves.
    1 point
  27. The pitch trim servo went out on me a week ago. I was climbing out at 90KIAS when all of a sudden it pitched up like crazy, disconnected the GFC 500 manually when I got to 70KIAS. I wanted to see how far it would go. When I reengaged the AP it disconnected by itself. I have since replaced the servo, so far so good.
    1 point
  28. This thread save me a ton of money and effort. My cowl flaps stopped working. Thinking about the oil and where the filter is, having oil contaminate the motor made sense. With the power to the plane off, I simply sprayed contact cleaner onto, into, and around the motor. Sure enough, the runoff had oil in it. I noticed that the silicon that protects the connections to the micro switches had degraded, so I sprayed more contact cleaner into that area and more oil came out. I let the contact cleaner dry and applied power. Voila! Motor was back in business! I applied high heat silicon to the connections to seal them back up and put the cowling back on. Everything is working perfectly.
    1 point
  29. Thanks. Yes, exactly. In fact, this is a must and mechanics/installers are required to comply using various ways. The recommended method is using an available “Switched” audio input on the panel itself, such as ADF, DME, COM3, NAV2 and so on. This is similar to when a pilot wants to identify a station code and enables that channel to be mixed with main audio. Except it's always enabled when used for LHS. If a Switched audio input is not used, then either a toggle switch or a dedicated circuit breaker of the Push/Pull type are required. Using a “Switched” or toggle switch eliminates the need for a dedicated circuit breaker and power can be taken from a non-essential circuit breaker. In any installation, the pilot has the means to disable audio or power itself. Flying in IMC with ice crystals or icing conditions allows the laser beams to find a target, and it's recommended to disable audio when passing through. When vapor condenses into water droplets forming a visible cloud, this actually becomes a surface if these are condensed together. Flying in heavy rain on the approach itself with no cloud layer below makes the beams find the grounds as well even though it's also hitting rain. The design takes the “largest surface” found which in this case would be the ground. Normally, falling rain away from the airplane is seen going away from the airplane and not coming closer. We do have a new firmware that will help for those flying IMC a lot and noticing it's always getting triggered. We encourage those who are flying in such conditions constantly to get in touch via email, so we can include them in the initial rollout if they wish. Eventually, everyone will get an email with the firmware and WiFi upgrade instructions. Those who are flying IMC occasionally, or just getting a few triggers can wait for the final rollout or even not update the firmware at all. On a different subject; guys checkout the "go-around" callouts. It seems it's a forgotten feature. Here is a fun exercise, see if you can go-around without dropping 1’. Once you hear 5, initiate go-around. If you hear 5 again, it means the airplane deviated at least 1’. No cheating and coming faster than normal approach/landing speed. If you have extra energy, it can be easily used to straight-level the airplane after 5’. It also goes without saying, and as this is a public form, we got to mention it; don't just put the nose up to try to only hear 5’ once. This may stall the wing depending on speed and how fast/sharp the pull-up. Follow the proper go-around steps/procedure for make/model and if rusty, it's a good idea to get an instructor buddy or another pilot on board.
    1 point
  30. Do you mean the airspeed safety switch? I’m pretty sure (somebody correct me if I’m wrong) that switch is only in the retract circuit and shouldn’t affect lowering the gear. But if that is the problem and it is the microswitch that has gone bad (rather than the diaphragm) then check to see if there is a second unused microswitch available. https://www.knr-inc.com/2014-07-13-01-32-38/instrument-panels/20-manufacturing/55-1ip-mooney-pre1969 Skip
    1 point
  31. Good to know, I have ADF and a breaker... -Don
    1 point
  32. Good, now I know for certain there is at least one engine out of my way for a hopefully soon completion.
    1 point
  33. @Ricky_231 I checked, they are not here. It is a long shot, but you could call the FBO at KBPT (409-719-4950) and ask them if they could take a look in hangar 31 (public T-hangars). The county folks are just good Tejas people and most likely would take a look for you. I know I didn't toss them and by now you are probably aware that they are made from unobtanium.
    1 point
  34. Lasar sells the old halogen version for $230 so something in that ballpark for a replacement that won’t melt my wingtips will probably sell quite well. Landing, nav and strobe lights are a harder sell for me. Every time I get tempted to replace my assorted incandescent lights with LEDs, I look at how many replacement incandescent bulbs I can buy for the cost of one LED and the feeling goes away. Certified Incandescent Landing light $25 Certified LED Landing light $300 I got 10 years out of my last incandescent landing lights. At that rate it would be 120 years before my LED investment would pay off. Yes I know there are certification costs etc., and I know they are brighter, but 12 times the cost? I recall when LED home lightbulbs first came out they were over $30 each. Now you can find them for under $2. I am hoping to fly my Mooney for another 20 years before somebody pulls me aside and gives me the “Bob Hoover it’s time to retire” talk. Get my ROI down to under 20 years and I am interested.
    1 point
  35. Xavier, can you share current useful load and size of the fuel tanks? TIA!
    1 point
  36. When i was using the plane to commute (I did it for 20 years) the time to open and close the hangar doors and pull the plane out and put it back in is a significant factor in the trip time.
    1 point
  37. Thanks Paul. Finally found where they buried the data port on my JPI700, so I'll get some data downloaded.
    1 point
  38. I get what you guys are saying, but unless the critical mass is 1 detectable unit, running the filter for half as long just means you have to decrease your threshold of what is “abnormal” to half as much. This has been discussed before but the sole purpose of an oil change isn’t to change the oil but also to inspect “under the hood” and potentially detect minor problems before they turn into major ones. Just shoving a quick drain hose in the bottom and adding a few quarts of oil will not accomplish this. Just like with the preflight, most of the time it’s a “waste of time” except when you discover something potentially catastrophic. Did you guys read the NASA report this week where an airliner took off without a pitot tube which they later found on the ground? No matter how you try to spin in (pun intended) twice the interval means twice as long until you potentially find something catastrophic.
    1 point
  39. I was doing exactly that, loosening the nut to get enough clearance to get the filter changed. When I had some avionics work done, a wire bundle was run above the vacuum regulator, which I thought the spacing was a little tight. I thought about putting some chafe protection on it, but instead, I cut off a piece of copper pipe I had in work order residue to make a short spacer and slid it over the regulator threaded stem going through the firewall. Now I can change the garter filter without loosening the nut. Yes, I’d really like a 201 windscreen, but I cannot bring myself to give up the access.
    1 point
  40. I am 45 years older than my Mooney. It is approaching 25 but still seems new to me
    1 point
  41. I agree with the advice that you should find a good Mooney instructor and get some transition training in the aircraft. Operation of that engine is not as simple as a C or some other normally aspirated engine. That said, it is not hard either, it is just different. I will give you a few tips so you don't blow the engine on your first takeoff. First, throw out the window everything you have learned about engine management in an NA aircraft. It does not apply to a turbocharged engine. You do not ever lean on takeoff, for example, regardless of airport altitude, not even Leadville. You will see TIT and CHT's exceeding redline in about 2 1/2 minutes from takeoff if you lean. Turbocharged engines like being operated very rich at full power. The POH says you need 22.5-24.0 GPH at full power, and you really do need that. The throttle on the 231 must be managed by the pilot. It is set up so that, as the aircraft ascends in the air column, the pilot can put in more throttle and ask more from the turbocharger. This means that it is possible, at a takeoff elevation, to easily overboost the engine. You do not ever firewall the throttle on takeoff. You will also find that, when you add throttle, it takes a little time during your takeoff roll for the turbocharger to spin up and create full power. This is normal and is called turbo lag. You add throttle, the engine spins up and in doing so produces more exhaust, the exhaust powers the turbocharger and that spins up, and when it does you will get a significant boost in horsepower, which in turn causes a stronger exhaust flow yet, which causes more output from the turbocharger, and so on. On takeoff, when you start your roll, you put in about half throttle, or maybe two-thirds, and let the turbo kick in. Then you gently add or subtract throttle to get to the 40" you need for full power takeoff. You leave the fuel control at all times during takeoff and climb, at full rich. Don't let anyone, including any instructor, tell you otherwise. You pay for the engine. You will find that the throttle needs a little adjustment during the takeoff roll to keep it at or under 40". Ram air also increases the power output of the engine as the aircraft picks up speed, so you need to watch the MP and if it is higher than what you want, gently pull off a little. In the non-Merlyn engine there is an issue called bootstrapping, which I mentioned. You put in some throttle, the engine speeds up, a moment later the turbo kicks in which causes the engine to speed up further, which causes the exhaust flow to be stronger, which causes the turbo to put out more air, which causes the engine to create more power, etc., etc. It is not the major issue some make it out to be, but because of bootstrapping you want to make progressive throttle movements, you don't shove the throttle anywhere as you might in an NA engine. You must keep the TIT inlet temp under redline. It is best when learning, to operate Rich of Peak. Do LOP later, when you understand the engine. If TIT is going too high, put in more throttle and make the mixture richer. If it is still going up and the cowl flaps are not already open (they need to be open on takeoff and long climbs), then crack the cowl flaps to the first position or even full open. If that does not work, reduce power, but it is rare to get into that kind of scenario. You have a Compressor Discharge Temp limit of 280 dF. Honor it, it is there to protect the engine from detonation caused by too hot induction air. You will find that this limits your ability to climb much above the mid-teens in warm OATs. Doesn't matter what the service ceiling is, your first job is to protect the engine. Don't plan on Flight Level flying regardless of what the POH might say. That's marketing. As for landing, someone said that speed is harder to control in the K than the C. I have not flown a C so can't make that comparison, but I have flown a J and found that you can throttle the engine back on final in the K and because it is heavier, the aircraft will fall better without adding alot of speed, where the J wants to float forever. You will get the hang of it. You do need to get your airspeeds under control in the downwind and base legs, I use 90 on the descent part of the downwind and add half flaps, and 85 on base, then 75 on final. You probably will find that in heavy gusty crosswinds you need more final speed to get rudder authority, but leave that for later. You will want to trim up on landing, there is alot of engine weight out ahead of you and the trim will help hold the nose up. Not as much trim as, say, a Bravo, but definitely trim up. The message? Engine full rich, always, on takeoff and climb, no exceptions. Never lean in those flight regimes unless you like big bills for cylinder replacement and cracked turbo rebuild. Throttle movements gentle and progressive, wait for the turbo to kick in to make final adjustments. Keep the TIT and CDT down, if they rise make the engine richer. If that does not do it, open cowl flaps. Don't plan on anything over about 17k until you really know the aircraft. You won't like the climb rate much when you are above critical altitude anyway (about 15.5k).
    1 point
  42. When I flew a lot, I used to do that all the time. I would change the filter every other oil change. I called it an express oil change. I would hook the drain hose up after I got back from a flight. I can do it through the cowl flap, and half the time I don't even burn my arm on the exhaust. I let it drain till the next flight, which was usually the next day. Unhook the hose and fill it with oil. If you let it drain over night, most of the oil will drain out of the filter. I can tell you that there is quite a bit of oil that is left in the sump unless you put the plane on jacks and tilt the nose down, or pull the suction screen. So worrying about getting it all out is crazy.
    1 point
  43. I’m not understanding your question... But that doesn’t stop me from citing what other people have done in your situation... You are buying a more powerful, more complex Mooney... than the one you have... People take the opportunity to learn the ropes of the new 2them plane using something called Transition Training... Then there is the whole delivery flight... For that kind of stuff... in the so-cal area... check in with Paul, @kortopates... There isn’t anyone more qualified for TT, and delivery, of M20Ks in that area... PP thoughts only, not a know-it-all... Best regards, -a-
    1 point
  44. I want to know who that guy in the poll is, that started flying Mooneys past age 100.
    1 point
  45. I have enjoyed flying my own airplane for many, many years. I never once considered the resale value when I purchased. I purchased each plane [one Cessna [C175] and 3 Mooneys [ F, R, D/C]] for the enjoyment of it all........nothing more...... no expectations other that the thrill of ownership and flying I've been extremely fortunate to have had the privilege of personal flight all these years, and to have never taken a "bath" from such [lucky I suppose]. My philosophy has been that I will keep/own the plane until I can no longer fly, or I can no longer afford ownership. There were times when I could not afford the ownership and did liquidate the plane. My current little Mooney is in a financial range [and a relatively small financial investment], that if I suffered a complete loss [total], I would not feel slighted at all. I've had too much fun during my nearly 50 years up in the air! My fun far outweighs a dollar consideration...............my opinion is, what the heck is the money for anyway.....a means to an end, and that end is FUN!! With all that said, should rates continue to rise exhorbantly [a relative term], I may determine I can no longer afford to fly and will liquidate, or I may determine to self insure. It will be what it will be. As I've previously stated, I do sincerely hope climbing insurance rates will not make our older Mooneys unattainable for young newbie type owner wannabies. In the meantime, man, I've had a wonderful life of ownership/flight, and I'm currently having a GREAT time loving and flying my fun little beauty!! Keep on keepin' on y'all !
    1 point
  46. I believe they will go to TBO if I treat them right. I've got the right engine monitor, I know how to read it, I use it religiously, and upload the data regularly so @kortopates can check my procedure and process. With all that, I'm confident I'll get this set to TBO as well.
    1 point
  47. 2500 RPM, 28"MP, lean to peak TIT, 11.5 GPH. Works great. Can lean about another .5 GPH, which is 25-50 degrees LOP, before it gets rough on our bird, but speed rapidly seems to drop off, and the engine doesn't seem as happy. Crack the cowl flaps as necessary to keep all cylinders under 380 degrees. Your mileage may vary.
    1 point
  48. Way to go Bryan! Glad to see you took care of this as you always do! Good on you!!!!
    1 point
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