• Content count

  • Joined

  • Last visited

  • Days Won


gsxrpilot last won the day on February 22

gsxrpilot had the most liked content!

Community Reputation

4,205 Excellent

About gsxrpilot

  • Rank
    Won't Leave!

Profile Information

  • Gender
  • Location
    Austin, TX
  • Reg #
  • Model
    M20K 252 TSE

Recent Profile Visitors

5,388 profile views
  1. M20E Fuel Starvation Accident

    I believe it's a matter of which is more likely to happen? Running out of fuel because the pilot mis-calculate, or didn't pay attention to fuel, or some other fuel mis-management issue. The fuel selector decides to jam when it's been working perfectly all along. I think it's pretty obvious that the first situation happens much more often than the second. In fact I've never seen an accident report on the second scenario, but we see them all the time on the first. So the options become... Ensure you always have plenty of fuel by never letting either tank get below 10 gal. So tanker around at least 20 gal at all times. Make your best guess based on calculations in a POH that were made 30 to 50 years and many maintenance cycles before. Occasionally run a tank dry to verify an accurate calculation or instrumentation of available fuel and unusable fuel in each tank. For me #3 is by far the best option to ensure I never experience #1 on the first list.
  2. M20E Fuel Starvation Accident

    I'm one who regularly runs a tank dry... or about once a month or so. But my fuel selector is smooth and has never given any indication of trouble. So I don't expect it to just quit moving one day. I would expect it would get sticky or difficult to move in which case it would get serviced before running any tanks dry. I also only ever run a tank dry at altitude which for me is almost always above 10K ft. which gives me options. I use a very similar system as @jetdriven. But I do it based on gallons used. For example I might take off on the left tank and burn 15 gal leaving 20. Then switch to the right tank and run it all the way dry. Finally switch back to the left where I still have 20 gal and plan to land with at least 10 still in the tank. If I've reached my top of decent and am ready to start down but the right tank isn't quite empty, I'd probably switch anyway. I don't like to be running a tank dry when I'm doing anything other than straight and level.
  3. G-OBAL refit

    One Aspen panel allows you to remove the TC, the VSI, and the DG/HSI. You still are required to have a secondary AI. A second Aspen would allow you to also remove the ASI and Alt. I was keeping the Altimeter and with the IFD540, decided the second Aspen would be redundant. If the Aspen could drive the vertical speed and altitude preselect for the KFC150, I'd have removed the Altimeter and ASI and installed an Aspen MFD.
  4. New Member Groups

    Welcome aboard Josh. This is an excellent way to start looking for an airplane to own. I did the same thing when I bought my first Mooney. I made a wish list of everything I wanted and kept reordering the list until it was organized by priority. Then I went looking for the plane that got me as far down the list as my budget would allow. You're right on track here.
  5. M20K 252 TSE Panel Upgrade

    Yes, I really like having the AXP322 remote transponder. You typically only set or change the squawk code once or maximum twice during a flight. And its so easy to do from the IFD540 screen. So why have a transponder taking up space in the panel when you never use it. I put everything in the tail that I could including the EA100 autopilot interface for the Aspen. You might not need that with a C41. As you can tell, I wanted a clean minimalist panel. And the more I fly with it the more I like it. The reason for the gap between the KX165 and the IFD is just that it worked out that way. We didn't move the KFC150 and because the PMA450a audio and the IFD540 were slide in replacements for the 530 and the GMA340, we really didn't change up the center stack. But I did remove a KNS80 and replaced it with the KX165 which was just a little bit smaller leaving the small gap. I keep thinking that one of these days I'll open up that gap and line it with felt or something to make a tray where I can toss a note pad or something. I tried to think of the things I use regularly on every flight and spend money to have the best of those items and not spend on other stuff. The second nav/com is just not used that often in the current /G environment. So I just found me a used KX165 just to have a second nav/com but without spending a lot on it.
  6. G-OBAL refit

    Here's my panel...
  7. M20E Fuel Starvation Accident

    Unless you're thinking of putting that beautiful bird up for sale, just do it. As @Marauder can attest, it's so nice to have accurate fuel information at all times.
  8. M20E Fuel Starvation Accident

    Yes, this! We all know that airplanes don't immediately roll over and dive straight into the ground as soon as the engine quits. But a pilot who panics when the engine quits, or at any time, can lose all ability to remedy the situation. So it's important to recognize what is happening and calmly sort it out and continue on as the non-event that it is. So yes, get out there with a CFI or get high over an airport and run a tank dry or shut the fuel off and see what happens and how long it takes to come back when the proper action is taken.
  9. M20E Fuel Starvation Accident

    I think it was in the neighborhood of $1600 for my 252 which takes four senders.
  10. Bravo Rear Seats Folded

    That system is also available in the M20K 252's and Encores. I can't remember the last time I had both rear seats installed. I generally have neither or just one rear seat in the plane. It's a really slick system requiring all of 60 seconds to remove or install both rear seats.
  11. M20E Fuel Starvation Accident

    Hahahah... very true. Except the engine only stumbles for about 2 seconds... which you're sure is 10 second because it seems like 20 minutes. But in all seriousness, it's good to do this enough times that you get comfortable with the procedure and it becomes a non-event.
  12. M20E Fuel Starvation Accident

    I'll agree. One of the best things I did was to go ahead and add the CiES senders when I did the EDM-900. I have though, run each of my tanks dry a couple of times just to verify and see how the CiES and the EDM-900 report the event. The gauge on the EDM will X out with about 1.5 gal of useable left.
  13. The autopilot has no problem reading those lines and flies a perfect standard rate turn every time.
  14. M20E Fuel Starvation Accident

    You should really do this once from each tank just to KNOW your total capacity and unusable fuel. But there's no need to do this on a cross country out over the wilderness somewhere. After coming in from a long flight with one of the tanks as close to empty as you'd let it go, don't refill it, rather take off on the fuller tank, and just stay high above your airport or any airport. Switch to the nearly empty tank and stay there until it runs dry and the engine starts to stumble. Then switch tanks back to the fuller one and go land. Now you know a few things: Running a tank dry is a non-event and the engine will restart immediately. (turbos in the flight levels are a bit different but still a non-event) What your fuel gauge for that tank looks like at the point it will run dry, or how many minutes will go by after the needle has stopped moving before it runs dry. After landing, fuel that tank to full and note the total gallons of USEABLE fuel. For safety reasons, knowing how your plane typically reacts to running out of fuel is good to know. And next time you are on a long cross country and flight plan to arrive at your destination or fuel stop with say, 10 gal remaining, you'll be more comfortable with all 10 gal in one tank rather than a "few" gal in one tank and a "few more" in the other tank. A couple of personal notes: Never run the tank dry in the pattern at the end of a long cross country. I plan to arrive in the landing pattern already on the tank that I will land with. If I plan to run a tank dry, I'll do it at my cruising altitude. Never let the even surprise you. I'm anticipating the engine stumble and have my hand on the fuel selector. We get the most cross country utility out of our airplanes when we can KNOW exactly how much fuel we have and WHERE it is.
  15. Looking to purchase a Mooney M20J

    $75 is the proper budget if shopping for an F. That will get you a really nice F, or it will get you a tired J. That F will take care of you for many hundreds of flight hours while the J will cost you another $25K to keep flying and likely another $50K to be comfortable. Sorry... we've seen this happen a few times... I've got a list and you don't want to be on it.