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Marcopolo last won the day on March 29 2018

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About Marcopolo

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  • Birthday 12/11/1968

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    Mooresville NC
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  1. I'm knee deep in the Commercial training in my 231 right now, its an excellent commercial platform. The chandelle is entered at a pre-determined airspeed (~120KIAS) and the throttle isn't touched throughout the maneuver. I have seen it done with throttle changes as the airspeed diminishes, but my instructor and the DPE that I'm using has no issue with my process in the maneuver, YMMV. Now, spot landings in any Mooney....all bets are off! I think a 231 with long range tanks would be just the ticket for the OP! Ron
  2. Hi Paul, I think the question is, Now that the prime is disabled/removed, how are you going about the process for each cold and hot starts? I am assuming the momentary mode of high boost would closely simulate the prime action but still it moves fuel into a different area than the prime circuit used to. Ron
  3. Let's ask the folks that stayed with Bendix King about their thoughts on this statement! Peter? Ron
  4. I spent the better part of the day yesterday on the crash site of this M20C, I have seen a few crash sites, but I have never seen one like this. I am still trying to work out in my mind how the airplane and associated damage ended up the way it did. As can be expected, It hit hard, very hard! There was no sign of a back-up AI in or attached to the panel, that I could see (a TC yes). There was an Ipad cover (never saw the Ipad) at the site but I cannot say if it was for flying or for work (he was returning home from work, a regular commute made between Knoxville and Aiken). If any of the info above in this thread helps us to practice something that we haven't done for a long time (partial panel) or gets us to install or use something as a backup then this thread could definitely save a life. I cannot speak to what this pilot was comfortable with, his proficiency, or his thought process, or what he was experiencing with lighting, weather, winds, turbulence, but I can say that there was simply nothing recognizable as being a Mooney at this crash site, nothing! The media coverage reported that the pilot informed ATC that he had lost his reference to Attitude shortly before impact so he had the first step in the process covered, he recognized the failure (I assume) but from there it went sideways for him unfortunately. I'm a relatively fresh instrument pilot (18 months) and I can say that I am used to the AI being covered up and I still understand using the other instruments to validate the AI's data and also using them if the AI is deemed failed (this backup we all have, hopefully). I could go along fine for a long time without having to see something like this again, ever! Be safe folks... Ron
  5. Not really, most of your returns to the ramp were for maintenance, you expected to fly....the people working on your plane expected you not to!
  6. Hi Brad, The lease will state what the expectation is of the current owners once the lease expires. At IPJ the initial lease is 25yrs, then there is an available 15 year extension, but the yearly lease cost goes to monthly. I looked at buying a hangar last year that had ~13 years left on the original lease, once that was up the monthly land lease cost was $415 and add that to the mortgage on the hangar and I was underwater. After the land lease expires, if there is no extension purchased then the structure belongs to the airport. At IPJ, the 15yr extension is in the terms of the original 25yr lease as an option, meaning you can waive it after the 25yrs but they have to honor it if you want it. Ron
  7. Technically yes....and no! If you taxied out expecting to go flying and something changes that expectation then yes, the time is log-able, but taxiing out just to study the wildlife at the end of the runway, I'm guessing that's a no. But you knew that! Ron
  8. In my experience, pulling the left mag serves a dual purpose when replacing the mechanical fuel pump. 1) allows better access for removing and installing the hoses and the pump. 2) allows a visual verification through the magneto mount hole that the fuel pump actuator rod is riding in the right place prior to buttoning everything up. If the 2 fuel mount bolts aren't tightened progressively and evenly, there's a possibility that the actuator rod will ride off of the plunger and if the engine is started like this other damage may occur. Ron
  9. Remember, the gear doors don't end up in the same place relative to the gear when it is retracted. The pivot point for the gear and the pivot point for the doors are different, the doors end up higher along the the gear leg when retracted, that may be why you see more of the brake. Ron
  10. Josh's video production skills are on par with some of the best in the business, he's come a long way from his first video several years ago. If his instructing skills evolve along the same curve as his production skills, and I don't doubt for a second that they will, then I would not be concerned with where he ends up. We need some more folks for the right seat of these marvelous machines, I would not hesitate to put Josh over there with myself, or any of my family / friends while learning to fly the Mooney. Ron
  11. So one big difference in the prop control system as opposed to the human lung is the prop control system can rest, so there is a time where whatever oil that has made to the crank/hub can possibly run back into the engine sump (I don't know if there's a check valve here) or I assume (trouble) it can also mix with the oil in the prop piston area at that point. My head hurts! I guess none of this really matters other than I'm wondering what it is I'm cleaning and why, sorry! Marcopolo out! Ron
  12. I've been told the same, and there's the rub. Stay with me here, I'm only theorizing. if the only oil that makes it past the crankshaft oil port into the "baby jar" is the first bit of oil it sees then where would all that lead come from. In order for oil to carry lead there in the quantity I see on a regular basis I would think (opinion) it would have to be replacing a small portion of oil in that baby jar somewhat regularly. Now I am saying this with absolutely no knowledge of how much oil would have to go through that area to leave how much residue, but to have any lead in the oil (careful here because engine oil could contain a zinc additive) you would think it had been through the engine and picked up lead via blow by from combustion or from the cylinder walls and then run through the governor to that area of the prop/crank and refreshed in small quantities to leave the amounts I see from annual to annual on many different airplanes. Again, I'm only trying to figure this out for my own education as I clean this sludge out of more than a few cranks and hubs on a regular basis. I cycle my prop once during the first run-up of the day just to make sure it works and doesn't spray oil on the windscreen (BTDT). I do not think cycling the prop three or four times replaces the prop control system with an entire fresh batch of warm oil. And again my apologies to the OP! Ron
  13. Really? Sticking with your human lung analogy, can you tell me what left the sludge in your throat? That's the question in the end of this, I was only trying to explain out loud how I thought the sludge/deposit was created in the "throat" of the crankshaft. Ross has given a suggestion to first determine where it came from and that will lend to the next event of determining how that vehicle left it. I apologize to the OP as I've caused a serious derailment of this thread. If your previous mechanic took the propeller off and cleaned all visible areas then I believe all the flushing that can be done to the propeller has been done! Ron