PT20J

Also check this thread

Shadin’s website has a manuals with instructions for adjusting the K-factor.

We have a search function? I can’t find diddly with it. Must have been programmed on a Friday by a summer intern. Maybe Anthony could teach a class on how to use it.

Discussed this with Don Maxwell at MooneyMAX. When the pilot storm window leaks, the water collects in a sheet metal channel beneath the window that is attached to a structural tube with PK screws. Eventually, the screws rust out and water enters the inside of the tubes through the holes. Once inside, gravity carries the water to the bottom tube where it sits and rusts the tube from the inside. After completing 208, you should keep the storm window seal in good shape and maybe pull the interior panel beneath it every few years to make sure water isn’t getting in. Skip

This is actually the location where Mooney mounted the transducer in factory installations except that Mooney used a bracket mounted to the top of the sump. Mooney mounts the transducer with wires coming out the bottom. I asked Mooney service and several MSCs and none have heard of a problem with that mounting. I’m still trying to figure out why my new transducer reads nearly 10% high with a +/- 2% variation using the specified K-factor. I suspect electrical interference, but it might be the mounting. So, I would stick with the wires out the top as Floscan specifies. Mooney used a straight fitting on the output and a 45 on the input side. Fittings shouldn’t be blue (aluminum). The transducer case is aluminum and aluminum fittings can cause the threads to fret when you tighten them. Use steel fittings instead. Floscan says not to use any pipe lube/sealant on the fittings, but NPT fittings frequently seep if you don’t ( the source of your blue stains). Use fuel lube or a fuel proof pipe joint compound on the male threads and just don’t get any on the last two threads. You really don’t want a fuel leak next to the exhaust.

Agree with Ross. Many years since I flew a C. But I recall doing a number if checkouts in a club Ranger. No one gets the gear retraction motion right the first try. So I had a lot of experience with the Johnson bar at half mast. It always seemed to rest around 45 deg as I recall. Skip

It's a fair question because landing gear is a critical system to understand and different airplanes have different systems. Some have mechanical up locks, some are held up only by hydraulic pressure. The Mooney electric gear doesn't have up locks per se. The electric worm drive/ball screw actuator is an irreversible mechanism (the motor can move the gear, but the gear cannot turn the motor) and holds the gear up. Skip

I'd change the mounting a little bit. It looks like the transducer is just hanging from the fuel lines. This may allow it to vibrate which isn't particularly good for it. Also, it makes it hard to keep it away from the exhaust stack. Only one layer of firesleeve is normally used -- the second layer was probably added because the installer couldn't keep it away from the exhaust stack. Below is a picture Byron's @jetdriven installation. Note the use of stainless steel cable ties (won't cut through the firesleeve as safety wire might) and the adel clamps attaching the transducer to the intake tube. Good luck with the solvent treatment. Mine worked for a few hours after I did it and then became intermittent again, so I replaced it. Maybe you'll have better luck. Skip

Best discussion of pros and cons of Hershey Bar vs tapered wing I've seen: https://www.flyingmag.com/rectangular-wings/

Check eBay. I found someone who had brand new Tempest AA3215CC's in the box for sale for $295. Should be about an hour labor. But, check what your mechanic will charge for the part and make sure it's OK with them if you supply your own. Some shops (especially the larger ones) count on markup on parts sales as part of their profit model to keep the hourly rates down, and they aren't too thrilled if you show up with your own parts. That rankles them almost as much as pilots who work on something and screw it up and then bring it to them to fix (to really piss them off, then gripe about the bill afterwards).

Stopped at KSAF mid-day for lunch and gas on the way home from MooneyMAX solo in my J with no problems. I used to go to KMMH a lot in Archers and my old '78J and a couple of times in a C-172. Landing is OK, but there can be windshear on approach to 27. The runway is plenty long and a long landing will avoid most of the windsheer. Be very careful with a strong south wind - It funnels downhill over Convict Lake and creates a very nasty windshear midfield. This can be a real problem during takeoff and climb out or a go around. I've seen airplanes do interesting gymnastics under this condition. On takeoff, you can ridge soar the nearby hills to get altitude before heading west if you are going to cross the Sierras. The Sierra Nevada mountains slope up from the west and drop off abruptly on the east side -- like a big sawtooth. If the wind is blowing more that 30 kts or so across the peaks from the west there can be mountain waves and nasty rotors (don't ask how I know this). If you are headed west, Mammoth Pass is the lowest route across the mountains. If the winds don't favor KMMH, Bishop KBIH has more runways and often better winds. Have fun, Skip

Is it possible air is getting into the fuel line somewhere?

We went through this in another thread a while back. Conclusion was that when trimmed the original short bodies cruise with elevator aligned, mid bodies cruise with elevator slightly trailing edge down and long bodies cruise trailing edge up. It has to do with the trim system interaction with the variable incidence tail design. That’s just the way it is, there’s nothing wrong. It doesn’t create a lot of drag. Trim drag is the induced drag of the tail to create a tail down force and the incremental induced drag of the wing to create additional lift to carry the tail down force. The small increase in profile drag from the elevator not being exactly in trail is small by comparison. Skip

I bought a J a year ago. Engine ran fine, lowest compression was #4 72/80. Filter was clean, last oil analysis was OK, borescope inspection by Don Maxwell himself was OK. But... it was burning a quart every 2 hours. I flew it for about 30 hours, still running fine and put it in for annual. Compression #4 58/80, metal in the filter, part of an oil ring in the suction screen. Pulled #4, found the oil control ring broke and took out part of the piston skirt and scored the cylinder. Metal had contaminated the rod big end bearing so it must have gotten around the engine pretty well. Oh yeah, and the cam was spalled. Moral: probably not a good idea to continue running it if you think an oil ring is stuck, because if it breaks, it makes a mess. Better to pull the jug and have a look. My bottom plugs were not very oily and there wasn’t a lot of black soot in the tailpipe and the belly was clean. Skip

It's in the tail immediately aft of the avionics tray. It's the carrier bearing to support the trim torque tube at the point where the trim servo sprocket attaches. I believe it's a Bendix-King part. The maintenance manual calls for yearly inspection and lubrication (but I think it's often overlooked). Skip

Is it in the illustrated Parts Catalog? If not, is there a logbook entry for its installation? Can you read the numbers on the label? If so, you should be able to look up the part number and find out what kind of a sensor it is. If it's not in the IPC, not part of an STC and unused, it should be removed.

And, for the final word on what controllers can and cannot do w/r/t speed assignments, here's the appropriate sections of 7110.65. Thanks everyone for helping clarify the matter (And watch those high speed low passes!) Skip

I've given this more thought. I have never personally heard ATC assign speeds greater than 250 below 10K or greater than 200 below class B. I have heard ATC assign speeds greater than 200 in class C and D. I experienced many times in the San Francisco Bay area being instructed, both IFR and VFR, to maintain an altitude contrary to 91.159 and 179. Many years ago, a former FAA lawyer who used to speak at AOPA FIRCs mentioned that the "Administrator" clause in many FARs is intended to allow the FAA to grant broad powers to FAA staff through internal letters. I do not know for certain whether this applies to ATC. Looking at the language in the FARs (see below) it seems pretty clear that ATC can assign non-91.159-compliant altitudes, and speeds above 200 in class C and D airspace. It also seems unlikely that airspeeds greater than 200 below class B or 250 below 10K are permitted by the regulations. If a controller clears or instructs you to do something you don't think is right, the best course is to question it. If the controller insists, you should comply (unless, of course, they are vectoring you into terrain or something similarly hazardous) assuming that the controller has a good reason, and to avoid violating 91.123. You can always file an ASRS report and/or contact the facility after the fact. §91.117 Aircraft speed. (a) Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots (288 m.p.h.). (b) Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4 nautical miles of the primary airport of a Class C or Class D airspace area at an indicated airspeed of more than 200 knots (230 mph.). This paragraph (b) does not apply to any operations within a Class B airspace area. Such operations shall comply with paragraph (a) of this section. (c) No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area, at an indicated airspeed of more than 200 knots (230 mph). (d) If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed. §91.123 Compliance with ATC clearances and instructions. (a) When an ATC clearance has been obtained, no pilot in command may deviate from that clearance unless an amended clearance is obtained, an emergency exists, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory. However, except in Class A airspace, a pilot may cancel an IFR flight plan if the operation is being conducted in VFR weather conditions. When a pilot is uncertain of an ATC clearance, that pilot shall immediately request clarification from ATC. (b) Except in an emergency, no person may operate an aircraft contrary to an ATC instruction in an area in which air traffic control is exercised. (c) Each pilot in command who, in an emergency, or in response to a traffic alert and collision avoidance system resolution advisory, deviates from an ATC clearance or instruction shall notify ATC of that deviation as soon as possible. (d) Each pilot in command who (though not deviating from a rule of this subpart) is given priority by ATC in an emergency, shall submit a detailed report of that emergency within 48 hours to the manager of that ATC facility, if requested by ATC. (e) Unless otherwise authorized by ATC, no person operating an aircraft may operate that aircraft according to any clearance or instruction that has been issued to the pilot of another aircraft for radar air traffic control purposes. §91.159 VFR cruising altitude or flight level. Except while holding in a holding pattern of 2 minutes or less, or while turning, each person operating an aircraft under VFR in level cruising flight more than 3,000 feet above the surface shall maintain the appropriate altitude or flight level prescribed below, unless otherwise authorized by ATC: (a) When operating below 18,000 feet MSL and— (1) On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude + 500 feet (such as 3,500, 5,500, or 7,500); or (2) On a magnetic course of 180 degrees through 359 degrees, any even thousand foot MSL altitude + 500 feet (such as 4,500, 6,500, or 8,500). (b) When operating above 18,000 feet MSL, maintain the altitude or flight level assigned by ATC. §91.179 IFR cruising altitude or flight level. Unless otherwise authorized by ATC, the following rules apply— (a) In controlled airspace. Each person operating an aircraft under IFR in level cruising flight in controlled airspace shall maintain the altitude or flight level assigned that aircraft by ATC. However, if the ATC clearance assigns “VFR conditions on-top,” that person shall maintain an altitude or flight level as prescribed by §91.159. (b) In uncontrolled airspace. Except while in a holding pattern of 2 minutes or less or while turning, each person operating an aircraft under IFR in level cruising flight in uncontrolled airspace shall maintain an appropriate altitude as follows: (1) When operating below 18,000 feet MSL and— (i) On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude (such as 3,000, 5,000, or 7,000); or (ii) On a magnetic course of 180 degrees through 359 degrees, any even thousand foot MSL altitude (such as 2,000, 4,000, or 6,000). (2) When operating at or above 18,000 feet MSL but below flight level 290, and— (i) On a magnetic course of zero degrees through 179 degrees, any odd flight level (such as 190, 210, or 230); or (ii) On a magnetic course of 180 degrees through 359 degrees, any even flight level (such as 180, 200, or 220). (3) When operating at flight level 290 and above in non-RVSM airspace, and— (i) On a magnetic course of zero degrees through 179 degrees, any flight level, at 4,000-foot intervals, beginning at and including flight level 290 (such as flight level 290, 330, or 370); or (ii) On a magnetic course of 180 degrees through 359 degrees, any flight level, at 4,000-foot intervals, beginning at and including flight level 310 (such as flight level 310, 350, or 390). (4) When operating at flight level 290 and above in airspace designated as Reduced Vertical Separation Minimum (RVSM) airspace and— (i) On a magnetic course of zero degrees through 179 degrees, any odd flight level, at 2,000-foot intervals beginning at and including flight level 290 (such as flight level 290, 310, 330, 350, 370, 390, 410); or (ii) On a magnetic course of 180 degrees through 359 degrees, any even flight level, at 2000-foot intervals beginning at and including flight level 300 (such as 300, 320, 340, 360, 380, 400).

91.117 Aircraft speed. (a) Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots (288 m.p.h.). The Administrator has delegated authority to ATC to assogn speed as required to sequence and separate aircraft within controlled airspace.

Oh, they know the regs. But, controllers have authority to deviate from them when separating traffic in airspace they own. They issue altitude clearances contrary to the hemispheric altitude rule all the time in busy terminal areas, for instance. The authority is in 91.123 (b) Except in an emergency, no person may operate an aircraft contrary to an ATC instruction in an area in which air traffic control is exercised. Skip

I've got Frank's contact info and I'll try to chase it down at Mooney. But, still...

So where are all the MAPA PPP instructors? I thought you’d be all over this with an explanation by now. With all the pilots flying different year Js attending the classes over the years, this can’t be the first time this has ever been noticed, can it?

Flying the DC-3 back from an airshow to the museum at KPAE at 2000 feet. Realized we would fly through KRNT’s delta so we gave them a call and requested transit south to north directly over the field at 2000’. Reply came back, “Approved as requested (pause), ah, could we talk you into a low pass?” So is it legal if the tower requests it? And, yes, we accommodated them and added a nice 2g pull up at the end Skip

Preplanning an abort point is an excellent idea. The first time I ran across the 50/70 notion was in the late Sparky Imeson's excellent Mountain Flying book back in the 80's. However, I did some calculations (attached) and I don't think this is conservative enough. First, assuming constant acceleration, 70% of lift off speed at the midpoint gets you to lift off speed at the very end of the runway. This doesn't allow for any margin and it also doesn't allow for any obstacles whatsoever. Also, the assumption of constant acceleration is probably generous. The propeller thrust is highest when standing still and decreases with increasing speed, and the aerodynamic drag, zero when standing still, will increase with increasing speed. Perhaps 80% of lift off speed at the mid point would be a better choice, unless there is a headwind (the calculations assume calm wind). Skip 50-70_20190704_0002.pdf

One more thing: How to connect the p-lead shields on the Slick mags? My AI and I connected the shields to the ground terminals on the mags. Recently, I was chasing down another issue and found differing opinions on line about how the shields should be grounded. None other than the highly respected Jim Schwaner (formerly of Sacramento Sky Ranch) advocated connecting both ends to ground as we did. This is usually a bad idea as it can create a ground loop. Careful study of the wiring diagram for my s/n shows that Mooney grounded the p-lead shield at the ignition switch and not at the mags. The shields are connected to the GND terminal on the ignition switch, and the GND terminal is in turn connected to airframe ground. I asked Joe Logie at Champion for Slick's recommendation and he said not to ground at the magneto end. So, I'm going to remove the connection at the mag end of the p-leads next time I have the cowling off. Skip