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chrixxer last won the day on August 1 2018

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About chrixxer

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    PPL+IR, Complex, High Performance
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  1. chrixxer

    Wobbling mixture control

    Hrm. Will check. As to the quadrant vs push-pull: It seems like I can't get the quadrant set as accurately as I'd like, and the pod intrudes into the cockpit a bit. If it was an easy swap I'd be tempted, but if it's that involved I can live with it. I can definitely see why Mooney swapped back. Sent from my iPhone using Tapatalk
  2. Here's a fun one; noticed last night the mixture control ('69 F quadrant throttle; how difficult is it to convert to push/pull?!) is oscillating back and forth in flight (throttle and prop lever are steady). Anyone have this before? Sent from my iPhone using Tapatalk
  3. chrixxer

    Panel lights died

    Not post lights. Eyebrow maybe? Here they are, working: Sent from my iPhone using Tapatalk
  4. chrixxer

    Panel lights died

    Still no, but I think I know why (it's not grounded to the engine block). I'm going to have LASAR look at it when I have the ram air door looked at. Edit: Daylight? Ha! Left St. Louis about 10:30 am CST, landed Torrance 11 pm PST, with two "quick turn" fuel stops (one featuring an impromptu Mooney pilot meet-up), at Amarillo and Phoenix Deer Valley. Sent from my iPhone using Tapatalk
  5. chrixxer

    Panel lights died

    This era Mooney has a rheostat in the panel for the instrument/cluster lights, and a simple on-off switch overhead for the eyeball spot light. Sent from my iPhone using Tapatalk
  6. chrixxer

    Panel lights died

    There are lights in that pod. It was instantaneous - bump, lights went out. Happened in flight. Sent from my iPhone using Tapatalk
  7. In flight; I bumped the throttle quadrant protrusion ('69 F) with my knee and immediately lost all instrument/cluster lights. Rheostat (?) at the top of the panel does nothing. Checked (and pulled/reset) the breaker, no joy. Includes the lights internal to the GI-106 and whatever King indicator I have. I have LEDs under the glare shield, the over-shoulder "eyeball spotlight" works, and I have multiple flashlights, so it's not going to stop me getting home. But when I get it to the A&P, thoughts on what to troubleshoot? Could a short have burned out the dimmer? Sent from my iPhone using Tapatalk
  8. Unlikely, but figured I'd take a shot ... Anyone have an "in" with a tech in the St. Louis area? Before I fly another ~1500 nm, I'd love to have my EDM-830 looked at; it went from working ~99% of the time to almost every sensor failed for most of the flight. It's gotta be a ground or harness issue, the 830 and several of the intermittent probes are brand new (and the 700 it replaced was exhibiting similar behavior). I know the timing sucks; willing to pay a nice bonus if anyone can squeeze me in. Plane is at Spirit (KSUS), and I'd love to have it looked at before the 1st. Sent from my iPhone using Tapatalk
  9. Okay, A&P swapped the fine wire plugs to the top, and installed Champion REM37BY spark plugs in the bottom. Fires right up and mag checks are smooth, both mags. So far so good.
  10. Probably, but I didn't get a copy. Don't get me started on that nightmare... I'm still uncovering things that I was told were done, that weren't, and a frustrating lack of documentation and overlapping statements of work, etc. Sent from my iPhone using Tapatalk
  11. We swapped the plug to #4 and #2 had the same problem. Also, the plug was oil wet when removed... Sent from my iPhone using Tapatalk
  12. It's been just under 30 hours since the last change (I change at 50, or when oil gets noticeably dark) and I've added one quart. I've asked my mechanic about the Tempest plugs; the lower plugs right now are fine wire. Sent from my iPhone using Tapatalk
  13. Okay, the problem seems to be the #2 cylinder lower plug getting oil fouled when it sits overnight. Once that burns off, it runs fine. Not sure why it’s fouling (cylinders are ~300 hours old, all four were replaced in 2012). Also no idea why it only started doing this after all the attention at NTD/CMA. They should not have touched the cylinders...? At any rate, at least that part of the mystery is solved, and it doesn’t seem to be anything huge. If I have to replace a cylinder (worst case scenario?), that’s what, < $2,000? (Any good shops in SoCal?)
  14. chrixxer

    Mooney down KSAF

    Yeah. The parallels this draws for me, are the guy who was trying to taxi to runway "three eight zero" with a BAC of .207. "Go ahead and shut down your engine, airport wanted to talk to you, they're almost out to you."
  15. chrixxer

    Mooney down KSAF

    Comms start about 12 minutes in, and in isolation, don't necessarily portend disaster, but heard in the context of everything else, paint a picture. First he contacts tower to ask for taxi clearance (clearly says "Goodyear Tower," too, it's not that he had ground spun in and forgot to toggle the KX-155). Also says he needs progressive taxi instructions. From the FBO to Runway 21. Which, at an unfamiliar airport, I might ask for, too. But... Goodyear isn't exactly a complicated taxi environment, and the FBO is right next to runway 21. Tower instructs him to contact ground with the ATIS information. He contacts ground but doesn't report ATIS, until they ask for it again. (Happens about as often as a pilot checking in "with information Whiskey," only to have ATC request them to "confirm you have information Whiskey." So, whatever.) Ground has to pester him to read back taxi instructions and runway assignment with his call sign. He does. Tower points out the speed brakes are deployed. "You have good eyes." Presumably he fixes that. I'm betting this was his first flight in that new-to-him M20C. I would have caught the deployed speed brakes when I set flaps and visually verified, but maybe it happened after. Maybe he bumped the control. Who knows. He doesn't know if he's making a left or right turn on departure. At a new, unfamiliar airport, I might get that wrong, too. I'd probably know Denver was to the east of Goodyear, though, not the west. But I've screwed up directions in information-saturated moments, like flying with a new plane, in a new location. Or before I had my PPL. But then once he's airborne, leaving the gear down (he had a Mooney before, I'm sure nothing about trying to fly with the gear extended felt right), not having the transponder on or on ALT (correct me if I'm wrong, but by the time an AT50 is warmed up enough to be answering, it can report altitude just as easily as it can provide a Mode C?), and most worryingly, continually mishearing ATC calls and just reporting his intended cruising altitude. And busting the bravo? For a 40 year pilot and CFI? Something was going on, probably something medical. He'd recently had kidney problems and been on dialysis. A pilot/doctor on the Mooney Pilots group had a "guesstimate" as to what sorts of things could be going on... RIP, fellow flyer.