David Lloyd

After several years of no IFR flying I have been trying to get up-to-date in an airplane with a Garmin 750. Have the LNAV and LPV figured out but what is an LP approach? Looked up a few that said LP but did not see anything on the approach chart.

Everyone interested in a Powerflow exhaust should read this. Several interesting points: Cherokee and 172 exhausts were optimized for low altitude--where they normally fly. PFS asked Mooney owners where they flew and optimized the exhaust for 11,500' and 2600 RPM rather than the 8 or 9,000' and 2500 RPM answer. Bill Cox with Plane and Pilot appears to give a pretty good test. First got a baseline with the stock exhaust then putting a PFS on his F. Net result was 3 knots at 7500' and 2500 RPM, 5 knots at 11,500'. He also time the climbs and found a 50 FPM improvement. One horsepower will raise 33,000 pounds one foot in one minute. Four horsepower will raise a 2500 pound weight roughly 50 feet in one minute. So about 4 horsepower. Doesn't come anywhere near what Ly-Con measured on their dyno. (Someone on another forum referred to it as California horsepower) 3-5 Knots at altitude, less down low. No wonder people don't see the results. I have spent many hours flight testing my airplane. It takes a determined effort to measure small changes. If, if I get another Mooney and it needs more than minor exhaust repairs, I would probably go with the PFS and enjoy a small benefit at higher altitudes. Others might be better off saving about $2k.

Peter, If your tach indications are correct, your prop governor needs repair. Do not fly your airplane to a repair facility. Remove the pump, take it to the shop, tell them what it is doing, they will put the pump on a test stand and verify the problem. They will want money to proceed from there. McCauley governors can generally be repaired. Addressing the prop overspeed service bulletin is a whole different thing.

David's for catfish in Monroeville?

Can't tell, picture is reversed. Check location of the pitot and prop rotation.

Lukon, Take a look at other MSers information. It would help answering questions if you included your aircraft type and location.

At times, I am almost mesmerized by all the traffic showing on the ADSB display. That time I am not looking for traffic out the window. There is a large area of spotty coverage east of Charlotte northeast to Greensboro. I made a sudden and hard turn to avoid nose-to-nose traffic. As I was turning, less than 1/4 mile, the Garmin lady (I was in a Bo) gave a traffic alert. With the turn we missed by a couple hundred feet. Bonanza and Caravan, closure rate was over 300 knots. As good as technology is, we still need to look out the window. Don't let the machine do all our thinking for us.

I have used E-Z Heat sump pads for years. I think they are 400 watt. IO-360, low temp of about 20 degrees and left plugged in overnight the oil is will be about 80 degrees and the cylinders about 70 degrees. Normally I stick a blanket in the front cowl openings to trap heat. Previously on an IO-550 the pad was larger but temps were about the same. Couple years ago I rebuilt the engine and bought a look-alike 200 watt sump pad heater off the internet (experimental). Similar outside temps will get 55 degree oil and 50 degree cylinders. Not sure if it is the lower rating or if the thermostat in the pad is set different. Colder temps and I either stay home or move south.

Should have painted the outline of a door on the left side.

Tach time is really a rev counter. Continental used 2566 (think this was the number) RPM to equal 1 hour of time. Don't remember what Lycoming uses. I set my electronic tach to count based on 2500 rpm. Just looked up the actual flight time counter today, it is 424.7 hours versus 432.7 hours tach time. Did not check the hobbs time which is actual hours the engine is running. Too many choices, I gave up and just use tach time.

I went through the paperwork on my 30+ year old F33A when I saw an obvious error in the weight and balance. Found about a dozen more errors. Weights added when something taken out, addition errors, multiplication errors, etc. In the end, you are responsible for the weight and balance. Doubt the paperwork will ever match reality. Call around, someone has scales and knows how to weigh a Mooney.

Kinda like instrument flying, ignore your feelings, what are the numbers. Before, after.

For a year I had one that sometimes worked fine, sometimes zero. Wasn't the wiring. Replaced transducer and everything great.

About half my electrical failures were wiring related. Old planes, lot of hours, one generator, two alternators, three voltage regulators (one may have been a faulty mechanic). One alternator (Interav) failed at 50 hours due to the brush assembly being installed crooked at the factory. One broken B lead at the alternator, several broken field wires mostly at the alternator. Twice the field wire was incorrectly crimped and was loose in the terminal. Most of this involved different mechanics over a 35 year period before I started doing my own work.

The Dynon also does not compensate for CAS. My RV7, the IAS is pessimistic by 2.5 to 3 knots therefore I know my TAS is a little more than what Dynon calculates. The calculated wind and direction is also off because of this. It is only noticeable when the wind is very light. Compass deviation must be accurate or the calculated wind and direction will be off quite a bit. More of a factor than the small diff in CAS/IAS. Every few months, someone with a new Dynon system will be alarmed at wacko calculated wind and direction. Did you calibrate the compass? No. Once done, no more complaint.

Antenna? Back in the day, I paid a bunch of money for one of these including the slaved indicator. Great ADF!

I blundered into an embedded thunderstorm one morning in west Texas. Shook us like rocks in a beer can. Wife said we weren't going to do that again. Next week ordered a $3400 3M WX8 Stormscope. Put 5000+ hours on that sucker and never asked help around weather although I requested a lot of turns. If the Stormscope did not show weather in front of me I continued straight ahead. If weather did show ahead, I asked for a specific heading until clear.

Bayern, today the featured article on Wikipedia is the Bayern class battleships. I had wondered about you name.

Huh?

CHTs normal, one EGT out of sync indicates probe. Probes go bad. Cheap. Replace. I have had several instances of poorly crimped connections causing either no EGT temp, erratic temps, or low temp. Check the connections of the #4 EGT probe. Might get lucky.

10+ Gallons over two weeks should be pretty easy to smell and likely see the stains. I have had fuel recently evaporate from my boat in a similar fashion. So have my neighbors. Hmm?

Heck, I had to read a third of the article before being certain about what the were trying to address. No wonder we get confused as to what airport we're looking at.

Bought 3 airplanes over the years, each had minimal flying and deferred maintenance for a couple years. Each took two years and many dollars to massage out the kinks. Brand new, just built RV, same. The 3 old planes were a 1968 Cherokee purchased 1978, 1965 C purchased 1981, and 1971 F33A purchased 1984.

The only safe answer would be to pass. Otherwise the only accurate answer is maybe, maybe not.

A chafed wire for the master switch could short to ground and turn things on. If wired with power, a chafed wire could short to ground and pop a fuse or breaker turning everything off. The starter switch if shorted would pop a breaker.