Awqward

I just received my Skytec starter....no time to get it installed though...heading off on a 2000mile trip in the morning....

Refer to UK CAA CAP747 GR24....for engine overhaul periods...even commercial ops are allowed to go to recommended TBO + 20%....thereafter only Private ops allowed....the only catch for you would be that the engine must not be "run-out" already in the eyes of the LBA before transferring Sent from my iPad using Tapatalk

Yes, to avoid EASA but mainly because the FAA is influenced by the several hundred thousand aircraft owners and pilots and the generally more aviation friendly attitude of Americans vs the socialist leanings of Europe....so my interests are far more likely to be protected with N reg than EASA Btw there is nothing to stop a G-reg aircraft being run on-condition....if it is not used for flying training or any other commercial purpose... Sent from my iPad using Tapatalk

I don't think it is easy moving to another registry....PeterH on EuroGA went from G to N in 2006 I think and put a write-up on his website: peter2000.co.uk Personally I was only looking at N reg aircraft when I bought my Mooney....I would not have bought one on the EASA register....it was one of my hard criteria... Sent from my iPad using Tapatalk

Of course here in Scotland 1AMU = $5,000! But the ATU conversion is 1:1 :-) Sent from my iPhone using Tapatalk

Yes...not too bad at all! In I just finished reading a quote from an avionics shop to supply and install an EDM700 (4cyl) with oil temp and fuel flow capable (existing transducer) for $9,500... I was originally looking at a CGR-30P but was quoted $13,000.... It's almost worth flying across the Atlantiic and getting work done in the US! Sent from my iPhone using Tapatalk

I also discovered that the ICO stop on the fuel servo had fallen out....wasn't wire locked...luckily it was lying in the down under the landing light....anyway without the stop pulling the mixture all the way out causes the ICO to go past where it should and allows fuel into the cylinders.....not what you want for a hot start....I discovered it on shut-down when the engine ran on a bit....hopefully that was the cause of my multiple attempt failed start

I think it is mainly Cessna owners fleeing the German register right now....due to mandatory implementation of Cessna SB relating to wing spar inspections...many are moving to the UK register....but if it were me I'd move to the US register if I was moving at all! Have you joined the European Mooney Pilots and Owners Association (EMPOA) yet?... Worthwhile for the insurance deal they have as well as connecting with European Mooniacs...

Hi MM, where are you based?

G'Day Tommy, since you are looking to import you may want to look at Cambrai covers here in the UK....excellent fit for Mmoneys... http://www.cambraicovers.com Anthony

I stand corrected! I do indeed have both a Pitch Trim Servo and a Pitch Servo....

I don't know much about the KFC200 setup, I have a KAP150 in my J....I only have a servo on the pitch trim....not on the elevators

Thank you Clarence, I will take your advice...

Yes I take Clarence's point about lots of revolutions without proper lubrication....it did/does concern me....in terms of the ignition system, I personally assisted in the timing check at annual 35hrs ago and both magnetos were spot on...and the 500hr checks were done about 100hrs ago during engine overhaul...and bear in mind both normal Cold starts and Hot starts (within 15 mins of shutdown after long flights) are no problem, I don't suspect the ignition system....I think it is bad technique/ignorance that is the problem! In hindsight I think I was too quick to abandon the Hot start procedure and then proceeded to flood the engine without recognizing it....But I am considering a Skytek starter....

My Cold starts are exactly like PTK...down to the 8 seconds....I found early on 5 sec wasn't enough...

Phew...that makes better sense

By my understanding as of Aug 1st you only have FOUR approaches in the last 6 CALENDAR months....ie March to August....

I've recently gotten Hot starts figured out...thanks to advice from MS and the MAPA List.....However I had another bad day yesterday (ran the battery down and needed recharging THREE times....) the plane had been sitting for 2 days on the ramp (not my home airport) and I didn't refuel on arrival because I was in a hurry....on returning to the airport (with my wife and two kids) to return home I started and taxied over to the fuel pumps while they had some lunch....I then refueled and they all got in for the two hour trip home....then the nightmare began! I used the hard-learned Hot start technique that has been working perfectly for me recently (when the engine was truly Hot)...I had idled at 1100 before shutting down and not touched the throttle...mixture left at ICO...cranked....started gradually moving the mixture in after about 6 seconds....fail...tried again from ICO....fail...repeated until battery died...after repeating above one more time (second recharge)...I pushed throttle forward with mixture at ICO...ignition off...hand pulled through 16 blades (8 revolutions) to clear the cylinders (as advised by an Arrow pilot trying to help)....then went to Cold start technique...failed...then I boosted to flood and tried Flooded technique....it fired and ran....but quit after about 6-7 seconds!....tried again...fail...battery recharge (third time)....this time waited an hour before trying again...and pulling prop through by hand...Cold start failed....Flooded start got it going....and this time it managed to hang on and keep going although for about 30 seconds it felt like it would quit before it got firing on all cylinders....so after sending 3 DLA messages and finally canceling my IFR flight plan and refiling we departed Four hours late with my wife and kids totally unimpressed! So my takeaway from the above drama is that Cold starts are fine, true Hot starts are fine...but Luke Warm starts are to be avoided at all costs! I was able to put my hand on the no2 cylinder from the beginning...so Not hot...just flooded I suppose...totally humiliation!

Thanks Doc, I will do that...

Thanks, yes I am going to put some chafing tape there....but is there something I can do with the flap rigging? Or is this normal? AQ

I have noticed some chafing on my flaps where they come into contact with the trailing edge of the wings when retracted....seems like this could do damage to the flaps...looking in the MM I don't see a way of eliminating the interference....any advice? Anthony '87J N60GZ

By "they" I meant to say EuroGA....

I'm going to Calvi on the 5th Sept....we will be in Ste-Maxime for a couple of weeks (with the Mooney parked at Cannes) and my wife suggested a few short hops here and there...coincidentally they are organizing a fly-in to Calvi so we are tagging along....it's a free world so why not add a few Mooniacs?

I record my Hobbs hours for academic interest, but I use the FAR 1 definition for time in service and record takeoff to landing time manually (actually as captured by Skydemon running on my iPad).... "Time in service, with respect to maintenance time records, means the time from the moment an aircraft leaves the surface of the earth until it touches it at the next point of landing."

Well after reading everything I could find on Mooneyspace, the MAPA lis, POA etc I think I may have hot starts cracked! 4 for 4 so far....