tmo

Talk about helpful and cooperative ATC! Guess you were already in the Bravo

Thanks guys; the forecast for Sunday looks somewhat promising, will attempt some testing (including an extra long self-test to get the trim moving) and update here.

@Jake@BevanAviation - thank you; both the Mooney AFMS and the POH you posted do say "four or more" flashes - so I am wondering if the fifth one is at all significant. FWIW, mine never moves the trim during the self-test; I will try to hold the button in longer - perhaps I am just too impatient. The Mooney AFMS (page 8) mentions an "audible warning" which the King publication does not, and which I am not getting. I'll go with "that's ok" for now. And hope for a chance to do an in-flight test at a safe altitude. Thanks in advance for any further troubleshooting suggestions. @jlunseth - I hijacked the thread, apologies; my AP does a constant trim down, to the stops a short time after ALT mode is engaged; the OP's AP oscillates in ALT mode.

I guess one could raise the plane on jacks when hangared... Actually, my grandfather did just that to all of his cars, as he did not drive in the winter.

+10 for all of jlunseth's comments - he is very well versed in the intricacies of our engines. I sometimes need to give the engine a little bit of extra fuel when starting up cold - as jlunseth said, there is air in the lines and it needs to be forced out if the engine stumbles when starting up. I use the prime switch for that, but I guess the electric pump one would be more proper and actually easier to reach with the left hand, as one let's go of the ignition key. While mine will idle slower than his without any significant roughness, definitely well under 1000 RPM, I leave it there only briefly upon cold start, and then go to around 1000 rpm for the remainder of the warm up. That is at around 2 GPH; my taxi takes more power, last weekend it was 2000+ rpm just to get going on the wet grass. When shutting down, I barely get any RPM raise, but I'm already idled out deeply for taxi, so I might already be LOP. Having low idle is crucial for being able to land My FF at full power 40"/2700 RPM is right around 24 GPH and as jlunseth said, it is crucial to keep the engine cool. I never lean on final, and aren't aware of any issues resulting from that. The POH calls for "MIXTURE FULL RICH" in Section 4, BEFORE LANDING. One less thing to think about on a go-around.

Allow me to throw in a few KFC200 questions in here instead of starting a separate thread. How many times is the "trim" annunciator supposed to blink during the self test on a M20K KFC200? The AFMS says "four or more" - mine does five every time - good or bad? Also, is it supposed to beep at the end of the self test - AFMS says so, but mine never does; it does beep when the AP disconnects. Last year My KFC200 worked like it was on rails, even if I skipped the pre-flight test and just engaged it in flight. This year it started pitching down when in altitude hold mode. Now, during the self-test on the ground, it not only pitches down, but also turns to the left. While the AFMS cautions that autotrim may run on the ground due to lack of aerodynamic forces on the elevator, it doesn't explain the left aileron. FD bars look "straight and level" to me. Weather isn't allowing for any in-flight testing, so I'd like to solicit suggestions for when it does, as well as for tests that can be run on the ground, preferably without engine running - if anything can be tested that way.

Does auto insurance even work if the driver was drunk?

Agree on Honeywell, but why not consider Dynon? I hope the big news is from them, and it is in 2020...

Some versions of the gas burning ones, those that don't vent the combustion byproducts out via a chimney but use the flame for heat directly, will actually add humidity, so there's that...

TSIO-360LB full power is at 2700 RPM, just sayin'.

Yeah, we all know how it worked out for Boeing...

Heating up the engine, with any means, will take time, I doubt a heat gun is the tool for it. I think that for "portable" / "cb" solutions a decent space heater and tubing to pump the heat up the cowl flaps would be easiest, and that is what I'll be attempting to run with, topping it off with some insulation, or an engine blanket, on the top of the cowling, and plugs for the air inlets so the warm air stays under the cowl. Once I have it "under control" perhaps a remote starting mechanism, but that's low on my priority list since it's easy to start a fire if anything goes wrong.

Imagine a PA30 Twin Comanche with a pair of the 720's ;-)

Try renaming the .exe file to .zip and unzipping it. Might work if it is indeed a self-extracting archive.

Are the gear-ups really mainly low Mooney time pilots?

Why would this be bad for oil temperature? I'd figure it is close to optimal - boils all the water right out the breather while not breaking down the lubricating properties yet (that would require 300F+ for mineral oil, if I recall correctly).

I believe this to be true for any plane; isn't this the reason that with alt static the altimeter reads a couple dozen feet off?

Just a minor nitpick - I believe the KFC200 in our M20K's has the KI-256, not the KI-258 - the KI-258 was for the systems without a flight directror.

Not sure if this was posted before, but a link to the, as I understand it, follow-up call to the FAA is being discussed on Reddit. The call recording was supposedly FOIAed. Here is a link to the recording.

But if it "did not exist" (as in "was not required to exist" by regulation or the TCDS) in the first place, there is nothing to retain, possibly. English not my first language and all that. IOW, remove the VSI, be legal, install G5, no VSI to retain. Why one would do that is a different question and philosophy isn't my strong suit. Especially in English

As a tidbit - someone I know just got quoted "between $30 and $40 thousand" for a ferry flight of a C182RG from the US to England. Getting it shipped in a 40ft container is easily under $10k, all inclusive.

I recall the squawk 2000 being the IFR equivalent of 7000 under VFR; 7000 is the ICAO code for VFR when no other code has been assigned, US uses 1200. Never been assigned 1000. Wikipedia lists 1000 as "Non-discrete mode A code reserved use in Mode S radar/ADS-B environment where the aircraft identification will be used to correlate the flight plan instead of the mode A code" - so for practical purposes in Poland it would be the same as "2000" under IFR and 7000 under VFR - our ATC say that with mode S they see the aircraft callsign and there is no need for discrete codes to be assigned. On local flights in uncontrolled airspace I don't even check in with them, unless I want something, just squawk 7000 / mode S and they will call me if they have something for me (usually close traffic). I've always liked Coke better than Pepsi, but you are correct, Pepsi was "somewhat available" during communist times (made locally under license), whereas Coke was a luxury good, always imported. This is more space than aviation, but there was this joke going around, that during one of the lunar missions the US crew ran into the Soviet crew on the lunar orbit, and the radio transmissions went something like this: Apollo 69: Houston, Soviet crew is landing on the moon, what are our instructions? Houston: Remain in orbit and wait. A69: The Soviet crew is painting the moon surface red (Soviet flag), what are our instructions? H: Remain in orbit and wait. A69: The Soviet crew painted the whole moon red and departed, what are our instructions? H: Land, get out a bucket of white paint, and write "Coca Cola". ps. Cuba is pretty far away from Poland, Italy or any former Soviet Republics - more likely to follow FAA rules

Do share the paperwork required to make this work, once available. Pretty please with a cherry on top.

ASN link to what I believe Airways is referring to.

I think the part of the towbar that goes through the nose gear is closer to 1" in diameter.