PaulM

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About PaulM

  • Rank
    Advanced Member

Profile Information

  • Location
    1N7 NJ
  • Reg #
    N98JT
  • Model
    M20M
  1. Opinions on this 252

    Yes, that was the sequence.. Well, I assume they called Dave, and he flew out, fitted a replacement prop, cycled the gear and flew it back.
  2. Opinions on this 252

    Dave showed me the belly on that plane when I was last in the shop. They geared it up on the ferry flight home from Air Mods.
  3. Oxygen Refills- Robbed

    Search eBay and craig's list in your area.. people are always getting rid of old oxy-aceteline rigs. What I have seen is that o2 in most places (jet center) is an A&P only job, so they are essentially billing an hour of their A&P time. $100 seems to be what I usually get charged for the 112ft onboard system. In the mountains you will be more likely to get a reasonable fill (20-30).. last place I went to didn't have the scott adapter, so I will remember to bring one with me. With regular portable tanks, you should be able to get them filled at a medical supply place. If they are bothersome, get an o2 prescription from your Dr. Some places require it, others don't.
  4. Ultra Screw Up

    I can tell you it is more operationally annoying than you think it would be. I've been doing training in a Seneca, so the luggage/rear passenger doors are on the left side, and the pilot/co-pilot door is on the right. Its a long walk around the tail if you forgot to get something out of your bag, put the drain cup back, double check that the door is latched, etc. I really like being able to check the luggage door is latched and locked while climbing on the wing for entry.
  5. Mooney Summit Weather

    I received the dreaded SFRA re-route near Charlotte. I had planned a route round the west of DC (the same one I flew south on) MOL V143 LRP ETX. After some vectoring near CLT I was given direct destination (which would have gone through the SFRA but not the FRZ)... Soon after the computer threw in the standard east of DC route, PXT, ENO, DQO, MXE (the infamous Modena) SBJ. I just rejected the route, canceled IFR and few VFR just west of the SFRA via Frederick MD. Normally I would have filed to an airport in Allentown's airspace so that the computer doesn't put in a NYC route, but there was a TFR and I needed the flight plan to terminate at 1N7.
  6. C&W Aero at KCDW PiRep requested

    He is getting back to me for the next slot, it was about 4 months when I first checked in. If you choose to use LV I can give you a lift.
  7. C&W Aero at KCDW PiRep requested

    Mike @ LV Avionics http://www.lvavionics.com is scheduled to do my upgrade, (GTX345R + WAAS) and has already done another for another mooney space user. They are the avionics shop recommend by Air-mods. If you need a shuttle to/from Danbury we can help you out.
  8. Best IFR Panel

    According to Garmin's GDL88 page: https://buy.garmin.com/en-US/digital/p/63471#additional Target trend will be available for G1000 with GDU software v15... Mooney release -34 is v14. So if Mooney certifies another G1000 release we will get it then. I expect that the GTX345 interface is emulating and or has similar limitations to the GDL88 which was the first target trend system.
  9. Transition Training: 172 to M20C

    Also, Have the instructor do a cross country with you, so you can see what cruise speeds and descent planning feel like. When I originally transitioned to a J model, the instructor had us fly out to the practice area for stalls, air work etc, and then all of the rest of the training was pattern work, all under 100kts. The first time I took it out for a x-country it just kept going faster (trim down), and faster (trim down) until we were 50kts quicker than a 172.. That was interesting the first time. The bravo transition was Ho-hum in comparison.. oh another 20kts.. ok.
  10. The text of the presidential TFR's say that a VFR flight plan is required. Anecdotally we have heard that controllers have not required them, and actually have no way of checking with their computers since VFR flight plans don't get routed to approach or clearance , only IFR and DVFR (which are filed as IFR with DVFR in the comments). To approach a code + talking is all they require, but I'll bet that if there is a violation, the lack of the VFR plan will just be added onto the list of things they violate you for. When 7/9037(current edition#) came out with the special KMMU area I wondered what was the magic difference for that traffic. The first couple of TFR's back in 2013 had that corridor, and it was used like the Leesburg maneuvering area. You squawked 1226 and left or entered directly via the cutout. On this new one the only difference is the requirement for the VFR flight plan, and that you can talk to tower rather than NY Approach when the tower is open. The implication that they wrote all of this exception text for VFR flight plans is that at some level they care about it. Or there was enough desire from the MMU flight schools to get an official on the record that VFR flight plans weren't required @MMU, rather than relying on the pinky swear "Well we haven't violated anyone yet for not having one" From 7/9037: During the time when the MMU Air Traffic Control Tower is closed, from 0231 UTC until 1059 UTC (2231-0659 local), pilots must comply with all of the requirements of FDC NOTAM 7/8493 ZNY AND 7/8492 ZBW, including the requirement to file a VFR/IFR flight plan. As for the shape of the new 30mile TFR's, they are generally 30 mile TFR's with exceptions around certain airports. Today's NYC class B TFR exempts TEB access from the 7 mile core. It exempts FRG and HPN for access, and outlines the procedures for helicopters and floatplanes to access the manhattan heliports via TSA screening at Linden and FRG. For most of us, IFR/VFR flight plan. Get the code on the ground, don't squawk 1200 and stay away from the "core" .
  11. You call the local approach control on the ground and they give you a code + frequency (Just ask approach or the locals for the phone#) according to the TFR you should have an IFR or VFR flight plan in the system for your flight. It is the same process as getting IFR on the ground without a tower. The current NYC TFR (7/8493) Exempts flights in the KMMU corridor from requiring a VFR flight plan when the tower is open.. Code + talking to tower are still required. On arrival you just keep your code to the ground, never use 1200 in the TFR's. Lantana is blocked during the TFR since they won't do screening there. Solberg and Somerset are also blocked during the NJ TFR 10 mile ring for the same reason.
  12. It is too far out to really know, keep watching, and when you get to the < 60 hour prog charts you will have better information. Remember that all of those light green areas are "some rain/storms" Dark green is "definitely storms" www.windy.com does some nice visualization with time forecast. AOPA https://www.aopa.org/wx/#chart=usceilviswind Good graphic visualization of VFR,MVFR,IFR,LIFR. Foreflight MOS https://www.aviationweather.gov/gfa So, Day 5 prog chart, large high over IL... you will have no problem getting to southern AR (Monroe, Vicksburg). Watch the overnight cycling of IFR/fog in LA which will preclude early morning VFR, but have midday-afternoon VFR.. Today you probably would want to bend to the west via LittleRock.. coming in behind the Low. Look every day and say "could I have made it today? How about tomorrow?" There is a cold front across OK-NC all week... but it isn't embedded with low ceilings. What are those t-storms?.. are they afternoon cyclical? This would be a go for me.. IFR, XM weather + ADSB + Strikefinder. Fly as far as you can up to the storms, and with VFR ceilings below the clouds you can work your way in. This flight was IFR only for the last 20 mins or so, and I was in VMC with a view of the ground and good "turn around" options most of the way: http://flightaware.com/live/flight/N98JT/history/20170519/1730Z/1N7/KGYY
  13. Favorites EFB's

    OpenGL is going to be part of the Android OS. https://developer.android.com/guide/topics/graphics/opengl.html So if your tablet cannot be upgraded to Android 4.3 (and the vendor implemented it for their graphics chips) then you can't run those programs. I'm not going to discuss the history of GL (Silicon Graphics unix workstations circa 1990+)
  14. Mooney bravo data actuals

    You might try swapping the CHT probe (2 to 4) and see if the problem follows the probe or stays with the cylinder. I had EGT #2 + #6 go bad last month... and #2 die again after 4 hours (infant mortality) but those failed low (as you would expect in a TC short down the probe) . Also CHT #5 failed during the annual, which they said went high then off the chart and XXX etc.. I also saw a CHT probe in a Seneca indicate way hot 800+ which seems to be a similar failure. On my Bravo #2 is the coolest and #1 and #3 are the hottest and your test was at a lower MP (29.1)? I don't think I can break 400 at that MP... it has to be cowls closed > 32" to generate that heat. Running the peak lean test will also tell you if an injector is blocked.. since it would peak well before the others. When EGT#2 went bad (read 100F lower than all of the other EGT's) I didn't know at first if it was a probe or a blocked injector, but during lean it peaked right along with all of the other EGT's.. showing that it was a relative problem and probably a probe issue. To answer a previous question the turbo sits below Cyl#6.. here is the parts book. https://www.lycoming.com/Content/parts-catalog-tio-540-af1a-af1b Could you have a blocked exhaust valve oil port? I had #2 and #4 leak this last winter.
  15. G1000 Tachometer has the hiccups

    I had mine fail/(knocked) during an oil change last year.. The pickup on the mag is very delicate and had to be re-soldered. I suspect that the strain relief is holding the wire in place but electrically the bonding is dodgy.