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Top Heavy

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Everything posted by Top Heavy

  1. The recommendation for “Maneuvering speed or cruise speed, whichever is less” comes from the FAA publication “Aircraft Flying Handbook” chapter 9, Maximum Performance Maneuvers.
  2. Thank you so much. This is exactly what I was looking for. I will check them out Tuesday and let you know how I did. Maneuvering speed (127 knots) was unworkable.
  3. I am practicing commercial maneuvers, lazy eights and Chantelle’s, in anticipation of the commercial check ride. The POH says that the maneuvering speed for the M20M is 127 knots. This speed makes it very difficult to achieve 5 knots above stall speed at the apex of the maneuver and getting back to 127 knots at the completion of the maneuver. I would appreciate any insights into the realistic, optimal speed / power settings to initiate these maneuvers.
  4. I am practicing commercial maneuvers, lazy eights and Chantelle’s, in anticipation of the commercial check ride. The POH says that the maneuvering speed for the M20M is 127 knots. This speed makes it very difficult to achieve 5 knots above stall speed at the apex of the maneuver and getting back to 127 knots at the completion of the maneuver. I would appreciate any insights into the realistic, optimal speed / power settings to initiate these maneuvers.
  5. I tried that. The problem is clearly the card. Thanks
  6. Thanks, I very much appreciate the effort. These cards are hard to find.
  7. It would appear that my current taws terrain data card (010-10201-21) for my Garmin 530W is corrupted or out dated. My Garmin card reader will not detect it. I believe I need a replacement card. Any thoughts or help as to where to find one would be greatly appreciated.
  8. I am almost embarrassed to ask this question. I have read everything that has been written regarding a "Hot " start for the Bravo engine. The problem I have encountered twice in the last month is an embarrassing engine stall after landing on the ramp with the throttle closed and mixture at full rich (landing configuration). I have been unable to restart the Bravo engine despite nearly every hot start machination I have tried. Any advice is welcome. Top Heavy
  9. Ron, I looked behind the panel and could not locate the fuse. Any thoughts on where it is typically located? I would think it would be immediately proximate to the pin connector to the unit itself
  10. Thanks for the "heads up" regarding the in line fuse. I will take a look at it tomorrow. That would be a gift from God if that is the problem.
  11. Thanks. It looks pretty easy to remove. Maybe, I can get an idea about the extent of the problem by visualizing the circuit board. it does not seem to have it's own circuit breaker. Do you know if it's power supply is tied into the same circuit as the autopilot?
  12. I recently had what I suspect was a power surge which caused a failure of the HSI as well as a blank screen on the KAS 297b (altitude preselect). The HSI issue was corrected with a rebuilt module but the KAS 297b screen is still blank. I have no problems with the King 150 autopilot. It passes the test and works fine. Could this be something as simple as a bulb in the lighting system for the screen? I would greatly appreciate any insight for troubleshooting this problem.
  13. Thanks for the information. It is exactly what I needed to know.
  14. The Oxygen pressure gauge on my Mooney Bravo reads a constant "0" despite the fact that the tank is fully charged and there is flow through the cabin outlets. This occurred immediately after the broken Oxygen control cable was replaced. The mechanic says that the gauge needs to be replaced. Assuming that the gauge is truly defective as opposed to a kink or some other misadventure during the process of replacing the cable which runs near the high pressure tubing to the gauge, does anyone have any leads as to where to find reasonably priced replacement gauge? Also, will it be necessary to empty the tank before removing the defective gauge or is there a valve to interrupt the flow in the high pressure tubing prior to replacement? Do you have to use sealant tape over the threads and if so, given the fact that it is an Oxygen fitting, what type of sealant tape? Thanks for any advice.
  15. Thanks, I will get a mirror and take a look at that area. That is just the type of information I need. Will get back to you tomorrow.
  16. No, it started leaking all the time after it was cycled during the annual several months ago. Prior to that I had never had the occasion to use it in the 4 years I have had the plane. It is a slow drip from a drain hole in the panel directly in the midline slightly foreword of the flaps.
  17. No, it started leaking all the time after it was cycled during the annual several months ago. Prior to that I had never had the occasion to use it in the 4 years I have had the plane. It is a slow drip from a drain hole in the panel directly in the midline slightly foreword of the flaps.
  18. I have had a persistent leak of TKS fluid for several months from my '92 Mooney Brave. After removing the panels from the underbelly as well as the interior flooring, it would appear to be coming from the immediate vicinity of the reservoir. The problem is that the mechanic says this area is unaceesible absent removing what appears to be a "riveted" section of sheet metal overlying the tank itself . This sheet metal does have several "access" ports but you can only visualize the top of the tank through them and certainly cannot remove or work on the tank or the associated connections. Does anyone have any better ideas or experience as to how to access this area without further dissembling the plane? Thanks, Topheavy
  19. I have a KC 150 auto pilot with altitude pre select in my 92' Mooney Bravo. Frequently, during preflight when I hit the trim test switch, it will not "test out". I do know that the disconnect yoke switch has been a source of this problem for others? Eventually, after repetitive attempts during flight( including pulling the circuit breaker for the auto pilot), it will work. I welcome any thoughts as to how to reconcile this intermittent problem
  20. Found it! Beneath floorboard copilot's side. Got at it through access plate on underside of fuselage. Took it apart. Pump burned out. It was original part '92, so I guess it served its purpose . Have to order rebuilt when shops open Monday A.M. Stuck in North Dakota until then.
  21. Does anyone know exactly where the electrical pump is and how to get to it? The mechanic here in ND I is not well versed in Mooneyspace andcannot find it! Th maintenance manual says just "aft of the firewall".
  22. The boost pump will not come on in my Mooney Bravo. I just had the switch that activates it automatically with full throttle worked on last week (located near right lower aft aspect of engine block). In any event when the rocker switch is activated, the Boost Pump annunciator light comes on but the pump itself does not. Similarly, when the throttle is advanced completely the Boost pump annunciator light comes on. I checked the boost pump breaker and it is OK. I would think that if the pump itself is stuck, it would pop the breaker. I checked all of the connections behind the rocker switch and they are secure. Any thoughts. Obviously cannot start the engine absent functioning Boost Pump. Stuck in North Dakota.
  23. Thank you for all of your sage advice. It certainly confirms my conclusions. To answer some of the questions raised above: At the time of the incident the plane was 90 hours post a 2,000 hour non factory overhaul. I was at about 4,000 ft. AGL and managed to set down on a runway but because of zero visibility I ran off the end into heavy mud (no prop strike).This resulted in a 100 yard very bumpy ride and avulsion of the right gear. The FAA investigated the "off field" landing the next day and immediately determined that the etiology of the catastrophic loss of oil was due to a failure to secure a set screw resulting in rotation of the shaft upon which the prop gears are mounted. Rotation of the shaft wound out the access plug directly in front of it (which had not been safety wired at overhaul). The result was to immediately evacuate 10 qts. of oil directly into the propeller and back onto the windscreen. The mechanic received sanctions from the FAA.
  24. What are the chances of a hard off field landing being the cause of a fuel tank leak. The plane is an M20M that had a catastrophic loss of oil covering the windscreen and all side windows resulting in a zero visibility off field landing with the gear down which actually tore off the right wheel on the same side as the fuel leak. There was no propeller strike but because of oil starvation this resulted in a factory re manufactured engine. Fortunately the mechanic's insurance company who was responsible for this major faux pa, covered the expenses. Immediately after I picked up the aircraft after the repairs, I notice a leak on the inboard underside aspect of the Right wing. Prior to this incident, I had never had any fuel tank problems on this '92 Mooney Bravo. The obvious question is could this leak have been caused by the hard off field landing and as a result be the responsibility of the mechanic's insurance company. This issue has not been evaluated by the mechanic but he says it is not possible that this could have been the result of the traumatic landing. For obvious reasons I am skeptical. I have also noticed a not insignificant amount of black particulate matter when I sump this tank.
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