Rick Junkin

Anthony, can you give me any data on the grade going into your hangar? % grade or inches per foot? I have a Sidewinder for my TLS, and varying grades around the airport. I may be able to run some test cases for you. Happy to help. Cheers, Rick

Mr Kromer is speaking at the Mooney Summit this year about maximizing the performance of our Mooneys, and this would be a great topic to bring up during the Q&A. Although my guess is that he will say it would require another extended session to cover in detail. Forgive me for a word of caution out of concern for my Mooney brothers and sisters. Please don't take this discussion on Vne and its relation to flutter margins as anything other than educational, and stay within the published limits for your airplane. I believe I'm being the Master of the Obvious in stating this but you never know. The regulatory mathematics quoted by @jlunseth are the minimum requirements for aircraft certification and result in driving aircraft designs that can at a minimum meet those requirements as demonstrated during flight testing. The limit parameters of that testing get translated to KIAS for GA aircraft so that they are easily employed by the average pilot, although the numbers on your ASI may be different than the actual demonstrated aircraft limits to make the ASI numbers stay within the regulatory mathematics. But we have no way of knowing where the deltas are or how large/small they are, if indeed they exist, without seeing and understanding the flight test data. And it is not cost effective for a manufacturer to test beyond the required demonstration limits, not to mention the associated risk. Flutter is nothing to mess with unless you have the proper training and test support, and even then it can kill you very quickly. As @carusoam stated earlier, by the time most of us would recognize there was a problem the game would already be over. The "heart of the envelope" is a really good place to be, and staying within the published limits in a well-maintained aircraft will keep you safe. Cheers, Rick

Hi Alan, sent you a PM. I'd like to buy one of the GMA340s. Cheers, Rick

Ok, so it CAN be done successfully. Thanks!

Thanks! That's what I thought, just wanted to make sure I wasn't missing something. Just gives me another reason to spend a little more time with my airplane... Cheers, Rick

Does anyone ground run their TLS/Bravo with the cowling off? I can't bring myself to try it with the ducting intakes unsecured, and don't want to recreate the wheel if there is a "standard" way to secure them. And if you're wondering, yes, I reinstall the cowling after an oil and filter change, do a ground run, and then take the cowling back off to inspect for leaks. Rather tedious and time consuming. Cheers, Rick

I didn't follow up to get the wrench recalibrated. I'm interested in what you hear from tech support. There was a calibration certificate in the box that had some information on where to send it for recalibration, but of course I cleverly filed it somewhere that I can't find it. Cheers, Rick

Thanks Gents! 1. Oil consumption has been 1 quart every 12-13 hours since 2016. 2. Oil stays more golden than dark through oil change, when it is a dark golden brown (not black). 3. Religious oil changes at 25 hours or less. 4. TIT at cruise is 1600-1625 running LOP at 13.8gph; 1530-1560 running ROP at 18gph . 5. Performance has been consistent since 2016, with MP at the top of the band on takeoff and stable in cruise. I haven't borescoped the tailpipe/turbine, will do that next trip to the hangar to have an uneducated look. I don't know that the cold side of the turbo has been opened during our ownership for inspection of the compressor, so will put that on the list for the annual in August. Based on engine performance, I really don't expect to see anything bad. Not broke = don't fix. Got it. With regular attention and TLC toward ROC, I think the airplane likes this, too. Almost as much as my wallet does. Cheers, Rick

Is there an indication of when a turbocharger is in need of overhaul? I am approaching 1000 hours on my turbo since its last overhaul (before my ownership), and from all performance measures that I can see from the cockpit it is still doing its job without degradation. I've read here that some folks overhaul at 1000 hours - is that based on time or performance? I've also read that the turbo can last to the engine TBO. I'm a fan of IRAN/IROC in most cases so I'd like to know what I can be looking for to indicate the repair/replace is drawing near. I've searched here but didn't come up with anything that answers this for me, and although I'd guess that a decrease in performance and abnormal whining sounds from the firewall is what I should be looking for (like in a car) I'm not one to guess when it comes to my airplane... Cheers, Rick

I used a helicoil in mine with the original screw as an alternative to tapping to the oversize. Cheers, Rick

Got the answer from Bendix King. "Hi Richard, Correct, the differential switch is no longer a requirement for an ADS-B Out compliant installation (though it still can be used). It does affect the STC and the latest STC revision will be available with purchase once we get it published internally. ADS-B compliant installations remain under the 145 shop requirements. Regards, Steve" Cheers Rick

I read this in the Q&A tab on the KT 74 listing at Aircraft Spruce: "Does all of the required STC paperwork from Peregrine come with the transponder? Need the STC to use a GNS430W as a position source in a Cessna 172N The STC paperwork for the KT 74 is available under the documents tab for this part. With the latest software revision (v3.17 March 2018) and AML STC the differential pressure switch is no longer required in most installations. The paperwork, installation manual and STC manual can be provided after purchase." Does anyone have any knowledge of this? Is there a new STC? Modification to the one Peregrine holds? "The STC paperwork for the KT 74 is available under the documents tab for this part." There is no documents tab, so perhaps this was cut and pasted from a different source? "The paperwork, installation manual and STC manual can be provided after purchase." That would be a big change, everything I've seen says that the STC documentation is only available to King dealers. I want to get one of these, but I can probably save an AMU or two if I can support our local avionics guy's business rather than going to the King dealer on the field. But I need to confirm that before ordering it myself so I don't end up having to pay the surcharge for owner-supplied parts to the shop with the King dealership. Cheers, Rick

One of the most sane posts I've seen to date. Thanks Paul. Cheers, Rick

For those considering an Aspen panel upgrade, you'll want to take a look at this current discount offering. This looks to me to be the first real discount challenge to the new Garmin offerings. Dynon still beats them both, but then there's certification/AML/etc challenges remaining there. http://marketing.aspenavionics.com/acton/media/26251/aspen-avionics-february-2018-promotion?cr=glassclass&kw=newsletterLeaderboardSuper Cheers, Rick

Here's the link: https://aircraft.wingsofhope.ngo/1966-mooney-m20e/ Actually a 1966 M20E, could be a good project for someone. Cheers, Rick

If you're comfortable in your airplane and "know the numbers" for each phase of flight, you're way ahead of most going after their instrument rating. You can be asked to operate and show proficiency on every installed piece of equipment on your check ride, so to some degree, simpler can be better from the standpoint of acing the check ride. Training and testing in an airplane of which you are the master is one of the most positive contributors to your success, and if you've been flying years of VFR in the same airplane, you're undoubtably there. I purchased a very simple trainer (AMD CH2000), got to know her for about 80 hours, and then did a self-designed compressed course with a cooperative local CFII and took the IR check ride (at NIGHT, a fun story to share) with minimal stress. No autopilot, no HSI, and no ADF. Of course that airplane is a lot slower than our Mooneys, but being PIC, you can fly your check ride at the speeds you want to, just be certain to brief the check pilot on what you're going to do before you walk out the door. If you have and use an autopilot on the check ride, the examiner will fail it at some point. Depending on the examiner, the most likely time to fail it and other things is during your partial panel non-precision approach... but that is yet ANOTHER story. IFR with no autopilot? Stay within your personal limits for that configuration and you'll be fine. Get some help from your CFII or another instrument pilot that you trust on determining what those limits should be, and adjust them as you gain proficiency and confidence. And don't forget to adjust them back up when your proficiency (not to be confused with currency) lapses. "Hard" IFR to minimums is possible, and even fun, with adequate proficiency and no autopilot. The instrument rating is a milestone on the way to more learning opportunities, a "license to learn", as my examiner told me when he handed me my ticket. Cheers, Rick

Thanks for the suggestion, I honestly haven't done any troubleshooting yet. My next action is to syphon the tank and then put in a known quantity. I don't have any illusions about that fixing the problem, but it will give me a baseline quantity to use timing for monitoring how much I have left in the tank. Its icing season here in Missouri, and I turn on the system every time I turn on the pitot heat. When we get to weather where I don't want to have the TKS available, I'll start the troubleshooting. Cheers, Rick

Today the system indicated as much as 2.1 gallons, as little as 0.0 gallons. I ran the system and all panels wetted out just fine. The erratic nature of the reported quantity is a bit puzzling. I didn't make my call to CAV last week. Hope to get to it tomorrow, work permitting. I'll report back with what they recommend. Cheers, Rick

Will do. It indicated 1.1 yesterday... flying in the morning, I'll see what it indicates and turn it on to see what happens. I don't deal well with lack of precision... HAHA!

Thanks Anthony. The CAV system on my airplane (very early adopter, not FIKI) is STC'd, wondering if changing out the sender would be an issue? Not opposed to hangar fairy maintenance, just want to be aware of what I might be doing to resale if I go that route. Cheers, Rick

Thanks Tom! I'll use a timer to track quantity until I'm ready to take this project on, and then I'll look at hitting you up on your offer of repair material. "Hour Projects" are sort of a hobby of mine, usually days at a time on each. I'll still give CAV a call tomorrow, my guess based on your experience with separating the sender is that they will recommend that I replace the whole tank. Cheers, Rick

My TKS quantity indication was a bit erratic and now indicates 0.0. There is at least 3 gallons in the tank, as I ran it on my last flight starting with about 3 gallons, and added another gallon tonight to see if the quantity indication would change. No luck. Has anyone else seen this? My guess is that its a simple fix of a fluid level sensor that's gone bad, but nothing with the CAV system ever seems to be simple. And I don't have any documentation or drawings for how the system is put together or installed, or how to get to the fluid level sensor. Any ideas? I'll be calling CAV tomorrow, but thought I could prepare for the conversation with some knowledge from MooneySpace. None of my searches turned up anything that resembles my indication problem. Thanks for any ideas or experience. Cheers, Rick

Jim is asking for the money as part of registration to confirm commitment to attendance. Apparently there has been an issue with a fair number of late cancellations in the past. He has the details, along with his contact info I believe, on the Mooney Caravan web page, under training. His email is jpr6353@comcast.net Cheers, Rick

I am approaching the end of my second career. I have what should be one of the best jobs on the face of the planet for an aviator. And up until about 10 years ago, it was, for me and most of the folks I work with. "I can't believe they pay us to do this!" was a common refrain. That's when the insidious creep of modern day management-in-lieu-of-leadership started having a real impact on our department. Now, I keep going to work because of the people I get to work with, and a small part of the work is still "oh my God!" fun and rewarding. I am definitely in the camp of working to live, and am looking forward to claiming all of my time to devote to the things I choose to, without giving 8 hours a day, and usually more, to someone else. But in the mean time, my coworkers are some of my best friends, and we occasionally get to do some great work together. I've been blessed with a job I love working with people I like, but it is still a job. I'll never stop contributing in some way, especially to aviation, it will just be on my schedule and according to my priorities. I know that will be somewhat limiting and confine me to pursuits over which I have the illusion of control, but isn't that the point? A friend who just retired put it best - "We are dinosaurs here, nobody cares about what we've done or that we know how to do it better." A sad fact of where we are at our age in corporate life. Time to move to a different environment. I didn't get hit with Marauder's ton of bricks, but they've been piling on top of me brick by brick to where the ton is finally there. Cheers, Rick UPDATE! 2/19/18 My company's leadership has taken a most definite turn to the positive! My greatest fear at the moment is that when I reach my predetermined criteria for departure, the decision to leave will be a difficult one. Not just because of the great people that I get to work with, but because of the positive direction that the company is headed in and the fact that it will indeed be exciting to go in to work every day again! What a wonderful problem to have. I'm very blessed.

I"m four years away from retirement, a year less if the market stays positive, and already living on our retirement spend. My wife retired last year, and has started a business that allows her to manage her time however she chooses. The Mooney is our "forever airplane", along with a low wing trainer (Zenith CH2000) that I plan to instruct in after I retire from my current gig. That, and a number of other aviation and non-aviation interests, will keep me occupied. About 5 years ago, before this round of airplane ownership, I projected what I expected our retirement budget requirements would be, doubled it, and set that as our target for our "fun chip pile" income generating end state. We're pretty simple people and don't live extravagantly aside from our aviation habit. We're still living within half of the retirement income target, and haven't had to change much. It's a great exercise with a side benefit of increasing the funds available to grow the nest egg faster. We're very fortunate to have combined pension income that will cover our subsistence needs and a little more. The airplane budget will ebb and flow with the income from the retirement fund. At some point I expect we will decide to let someone else do the driving for our air travels. I've identified, as I'm guessing others have, that physical health and financial health will be the two things that drive that decision. Pretty obvious, I know, but identifying them drives me to continually assess them honestly. It can be hard to be objective about either when you want to keep flying. I'd like to think that the chore of selling the airplanes will fall to my wife or the kids after I'm gone, but most likely I'll know when the time is right to step away. Cheers, Rick