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About ValkyrieRider

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  • Birthday 05/03/1962

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    Phoenix, AZ
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    God, Church, Family, Flying, Education, Motorcycles.
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  1. Pray for Mark and his family.
  2. @mike_elliott I too just sent a donation, as I haven't been able to be on Mooneyspace for about a week. As someone stated above, reading the update on Mark was like a kick in the gut. I pray for him and jenny as they face this devastating news and adjustments. I also pray somehow this tragedy can be turned into a positive blessing in some way. It was sober reading @gsxrpilot post and I couldn't help but saying, "that is exactly what I was saying." I try my best to learn from all of the more experienced pilots (especially Mooney Pilots) and hope to react correctly in such a highly stressful situation. I definitely need to purposely set time aside to practice emergency procedures more often.
  3. I will check the setup when I go back to the airport, thank you.
  4. Prior to the JPI900, I don't believe I ever went over 2700 RPM, so I was surprised when it went there during practice runs. I will have to watch that on take off in the future.
  5. Jim, I wish I read your post before taking the plane on a maintenance run. Throughout the orbiting over the airport, the fuel pressure was high, then entire time. I was trying to figure out why it wasn't high previously, on the ground, and regardless of the electrical fuel pump, the pressure remained high. The mechanic and I took it out today, and after about 10 minutes, the fuel pressure sat perfect in the middle of the green. I didn't do anything different ... now with your comment, it makes sense.
  6. First of all, thank you for your response and information, it is valuable. I hadn't considered that yellow arc would be acceptable for low RPM. Based on your response, it seems you wouldn't be concerned with the reading, and I should monitor it during cruise to verify if it moves into the green. After that test flight, I may want to discuss with the A&P about adjusting the oil pressure regulator? I will also be sure to check the JPI prior to turning on the pre-oiler to see where the cold reading is (or as cold as Phoenix summer gets).
  7. I have a pre-oiler, so part of my start-up includes turning on the pre-oiler, which usually adds oil pressure to the engine. Once that is stabilized (usually about 15 seconds or so) I turn off the pre-oiler and then finish with the start-up. Prior to pre-oil, "I believe" it read zero as the JPI was starting up, but I didn't really catch it.
  8. I FINALLY got my M20C back yesterday after installing some new Avionics, adding an Alternator, and completing an annual. Part of the new Avionics was the addition of a JPI 900. Because of the heat in Phoenix, mid day yesterday, we decided to not test the engine yet. But, we taxied around the airport, performed a couple run-ups, and then did a high speed taxi on the runway. So far, from these ground checks, everything seems to be working great, with one exception - the oil pressure. The JPI showed the oil pressure in the upper yellow value during most low RPM operations on the ground, and even at high (take off) RPM it barely moved over the line to green, and really hovered on the line between the two. We plan on taking it up early Saturday morning to test fly it - then I had a short trip after, but there is concern about the oil pressure reading. During pre-flight, the oil level was about 6 1/2 QTs. The avionics installer has said that there is nothing wrong as long as it is in the yellow/line/green area. He also said that there is pilot adjustable calibration that should be done, but I haven't found anything about that yet (could be that I am blind). Any help? Thoughts?
  9. You are not kidding, it took me months just to get IA and Avionics Tech to work on my C, and unfortunately, it has taken months since they started. The Avionics portion was complete a couple weeks ago, but the A&P portion is dragging on.
  10. Thank you for the fast response. The benefit of a couple additional pounds would be nice, but not all that necessary. I heard a mechanic stating that the increase of avionics in the older Cs draw more energy than the generator can keep up with, and this is the reason to convert to the alternator. Is this accurate? In other words, I would like to take the lower cost route, but not at the expense of issues down the road, as I am installing a IFD440, EDM900, and new radios. I don't want to overpower what the generator can keep up with.
  11. i may be interested based on the results of getting my C into service. I am having charging issues, as in - no charge - so I am assuming it is either a generator or voltage regulator, or who knows ... I may also look at the cost of converting to an alternator. Thoughts??? Help???
  12. My C was previously owned by an MSC mechanic. He had a pre-oiler installed, and from my understanding, used it regularly. I use it now because the concept makes sense to me, but of course, I don't have data to back up my assumptions. The extra weight is minimal compared to the advertised benefit of protecting the engine, especially during the critical start-up. I have read many different articles, both aviation and non-aviation, that seem to support the pre-oiler as a protectant for the engine, but some also say it isn't necessary.
  13. Jeff, great article and an excellent reminder to take the time and go back through the routine if anything is out of the ordinary. Some where in your mind, it was saying that things aren't right, which most likely is what caused you to realize that you were still on the AWOS frequency, Thank God you realized and took action to correct prior to negative consequences. I loved reading your bio at the bottom of your article also. I lived in Wichita, KS in Navy Recruiting for a period after Top Gun came out. I lived off of Mission, which was literally less than a mile from McConnel AFB. Coming from the Submarine community in the Navy, where we are known as the silent service, I realized living that close to the AFB, the air force has never been described as silent, especially when they scramble in the middle of the night.
  14. I agree with @ragedracer1977 that it most likely was the accident pilot. On Monday, August 20th, I just completed my preflight at about 6:35 am local. My instructor and I were talking before we got in the plane and we noticed a blue biplane doing a low pass down runway 25L at DVT, and then he goes straight into a steep climb before the end of the runway. We sat and watched him through the low pass, the steep climb, and the sharp (to me, from the ground) turn to the left on crosswind before he was out of sight. While waiting for a hangar, my M20C is sitting at the southwest covered tie downs directly adjacent to 25L. We then jumped in the plane and was airborne very shortly after. We went over to Glendale (GEU) for about 8 landings and then returned. Upon returning to DVT we decided to do a simulated engine-out landing, so cut in 45' between base and final, and flew directly over the accident site - but I was so focused on the engine out procedures and making a nice landing, I didn't notice anything below me. Since the accident was outside of the airport, traffic wasn't interrupted, so we had no idea until we landed, and my instructor received a text informing us of the accident. As soon as we saw the plane, we knew it was the same biplane that we were watching, and actually marveling at how beautiful it was. I did not know that he also owned a Mooney - this was very sad.
  15. @DXB , I know that completing the IFR training will not only make the Mooney more practical for cross-country flying but will definitely make me a better pilot. It already has, just going through about half of the training. I live in Phoenix so we don't see too many IMC days, but travel outside the area and they become more abundant.