irishpilot

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irishpilot last won the day on July 6 2019

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About irishpilot

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  • Gender
    Male
  • Location
    Texas
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    Family, flying, innovation, start-ups
  • Reg #
    N42JD
  • Model
    M20M

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  1. Welcome[mention=19939]golfmogul[/mention]! You've come to the right forum. You'll get a lot of good advice. Here's mine. It is free so take it as such. First, I grew up flying in CO with mountains and I've flown quite a bit out of Ogden and Hill AFB. With the weight that you plan to take, I think you should look at any turbo models so you can climb over the Wasatch range or over the mountains towards Nevada. Can you do it in a NA plane, sure. Second, you are a student pilot who will soon have a PPC which is an awesome feeling. Your Instrument ticket will make you that much better and you will be proficient to fly IMC. However, Mooney's are a lot less forgiving than a 140, so build lots of dual time before planning on flying long XC with family members. They put lots of trust in you, so make sure your skills match the capability of the plane. As far as Mooney's go, a short body NA C/E/F will have a nice IFR panel and be easy on gas. They are also the most forgiving. Next are the J/Ks which will be in your price range. Bravos and Ovations may be just outside the top of your range, but they are bigger and are built for long distance XC. Acclaims will be outside your budget. I don't recommend Bravo's, Ovations, or Acclaims for new pilots, and any Mooney would be a lot to handle for a 40-50 hr pilot. Whatever you choose, please be careful and don't skimp on the instruction. Sent from my Pixel 3a using Tapatalk
  2. I'll ask my mechanic today. Sent from my Pixel 3a using Tapatalk
  3. I hope we find the culprit vs not. Oil PX in the yellow shouldn't be normal at high alt. high teens through low 20's is where the Bravo's speed and range really shine. I also hope it's not the tappet issue for me as that would be a whole lot more $$. Curious as to how many Bravo owners see 48 psi in the high teens?? Sent from my Pixel 3a using Tapatalk
  4. turn the TKS on inflight. Follow the checklist to prime and make sure it is working. Beware, it will drip post flight. Sent from my Pixel 3a using Tapatalk
  5. Left side of the chart, it states "NoPT" when approaching KACGE from the south. That's what I get for trying to read that approach on a phone screen. That, and the runway is 35, not 32. Thanks for the point out.
  6. It's working as it should. Your home approach does not have multiple IAFs. If you load the RNAV as depicted, it includes the procedure turn which is why it is bold. As stated by others, you can either delete the hold or select vectors when loading the app. For clearance, if the controller clears you to the IAF for the RNAV 32, you are expected to do the procedure turn. Sent from my Pixel 3a using Tapatalk
  7. My first Mooney was low time and because it Sat so much, the cylinders had pitting which I ended up having to do a top end overhaul during the first 100 hrs of flying. A pre-buy should include a borescope. Have the A&P check out known areas. Planes don't do well sitting so expect possible leaking tanks, seals, etc. and be pleasantly surprised if it's not that bad. Sent from my Pixel 3a using Tapatalk
  8. Update: The surge issue was fixed by detuning the max MAP via the density controller. Also found a bad spark plug. I'm using 35-35.5" per @donkaye recommendation. The low oil px issue persists. I'm getting lots of time doing test flights with an A&P. The folks at Lycoming are scratching their heads, but we're chasing the top three causes per their recommendation, in order. A shout out to Paul Kortopates at Savvy for helping with the engine data. 1. Prop (just replaced the prop governor a few months ago, but double checking) 2. Oil cooler px tested/cleaned. It was inspected, but not tested during the annual. 3. Vernatherm Hopefully we're getting close to finding the cause. More to follow.
  9. That's really the only way to compare the rates per aircraft type. Another way is to divide the accidents per total flying hours and then show it as a rate. That being said, those are a lot of gear incidents. Thanks for posting this data.
  10. Turbo is highly recommended. Normally aspirated will work, but the Monterrey mountains are no joke. Best of luck.
  11. Please let us know how your upgrade goes! Many of us are in a similar interior state. Sent from my Pixel 3a using Tapatalk
  12. I did another test flight today and used@donkaye 35.5" and no surge. Still have the oil px issue but I'm flying it to Kestrel Monday to get it looked at. I plan to have the MP max set according to Red Book and ensure the air density controller is also set correctly. Apparently it takes specialized equipment. Sent from my Pixel 3a using Tapatalk
  13. Confirm you had your A&P set max of 37"? This seems to line up with Figure 3-75 of the Lycoming Operator's Handbook. I've attached it here in case anyone else is looking for it. Does anyone know what is driving the range of 35-37"? I am sure it's in the book, I just can't find it. TIO-540 Series Engine Data.pdf
  14. I've heard very good things about the APTC. Because of this site and the great knowledge on here, I've decided trying to get my Bravo to fly LOP isn't a job I'm willing to tackle right now. I've owned the plane one year this month and am still chasing down previous owner deferred mx issues. To be honest, @donkaye, I find comments like these to be a tad insensitive. If I wanted to learn "the hard way" I wouldn't even post my issues to MS. I also wouldn't run the safety section of MS on my spare time to try and bring about a more safety focused culture for Mooney pilots. When you post that you fly max T/O MAP of 35 - 35.5" and it is found nowhere in the POH or the Red Book, I'm going to ask why. Despite your tone, you pointed me to the Red Book which states 35-37", so I thank you for that.
  15. @donkaye, that doesn't really answer my question about what you have your A&P set as your max MP pressure. I agree we can all choose to fly our planes the way we want. How are you calculating takeoff performance data if you aren't using book numbers? That's great regarding your engine total times. I also agree flying an engine under its cruise limits can increase the odds of making or exceeding TBO. I also subscribe to flying no more than 29"/2400 at cruise, and I never go above 400 CHTs in a Mooney Bravo because of the info I've learned from you and others on MS. You have a lot of experience and I'm not discounting that, but not using a 100% rated hp on takeoff is a safety of flight issue in my book. I fly professionally and TOLD is calculated every flight because it drives abort decisions.