GeeBee

Sweet restoration!

No you don't arrest lightning on an airframe, but you give it a path. When you are struck and that big charge is traveling across the skin, it has to dissipate somewhere or be absorbed. Guess where it goes in a plane with wicks? Last time I was struck going into Rome by dry lightning no less, the hit was below and just forward of my window. The primary discharge was the right wing aft trailing static wick. If you don't give the hit a place to go it will start building up on the screws of attaching parts and start blowing them off, then you start loosing fairings and composite parts get burned. Maybe your avionics absorbs some too, then you got problems. If you doubt they work, next time you get a bunch of St. Elmos at night, look out at the wing tips. If you don't have wicks, put your finger up to a plexiglass windshield and take the hit. It will be memorable. (Used to do that to my unwitting instrument students when the VHF would get scratchy)

I've been in IMC and totally lost VHF comm due to static build up on everything from C-172 to big jets. I have also lost sat comm as well. Static wicks are the most poorly maintained item on any airframe. A proper inspection reviews their conductive ability. They are. rarely installed correctly, they require a conductive paste which should be renewed every few years. If you don't believe in their value, you've never been hit by lightning. And yes, they are on many MEL's.

Is that a DH.89 Dragon in the background of your video?

Mil-g-3278 specification is obsolete and cancelled. Use Aeroshell 7. Both Aeroshell 7 and 33 are Mil-G-23827 now. HOWEVER Shell advises not to mix the two as 7 is a clay base and 33 is soap base. They do not play well together. Aeroshell also advises not to use 33 in sliding applications in particular where moly di sulphide is used. Check out this document. https://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/the-aeroshell-book/_jcr_content/par/textimage_1433441235.stream/1519764636322/2450d6be71ecb544ed66e557f856b8e59a15ae28/aeroshell-book-5greases.pdf

Yep, Zipchem makes Mil-7870 in aerosol, I got it through Skygeek.

So far I have seen two failures, and I mean internal parts failing on SureFly electronics. I was a buyer but am sitting on the side lines right now. Electronics should be the bomb, but right now the Sure Fly is not impressing me.

You have the added advantage with the S-Tec 55x if your G1000 AHRS throws in the towel and you are flying with standby instruments you can still use the autopilot which is nice at a critical time. You cannot do that with the GFC 700. You are hand flying the airplane all the way down. The GFC 700 may have a great computer and servos, but it lacks the redundancy of the S-Tec installation. I also regularly fly LPV approaches to minimums with my S-Tec unit and it is solid. After flying both installations, to me the difference but for the redundancy, is nil.

I think I would talk to them to find out why the M20R was removed.

Looking at the approval document it used to approved for M20R but was withdrawn.

https://www.aopa.org/news-and-media/all-news/2012/june/25/ntsb-warns-of-in-cockpit-weather-delays It does not matter what the age on the screen says, there are other latencies in the system not noted. I was near SPA the other days dodging T-Storms from an off shore hurricane. As I looked straight ahead I saw a large black CB, the XM said nothing there. The ADS-B on the iPad said, nope, but there was a big black CB ahead and blue sky to the left where both units showed a cell. LATENCY. Remember, one peek is worth a thousand sweeps. These services are strategic, not tactical. For tactical you need real time on board radar.

There is nothing to say a Hobbs meter is correct time. I have seen many run fast and run slow. In fact, they are notoriously unreliable for keeping proper time.

Short answer. No. A million reasons why, starting with lack of pressurization makes using the potential of a TP come up short, to the cost of the engine itself.

My experience with my FIKI Ovation has been good, since I got it running. The previous owner did not exercise the system and while he provided overhauled pumps with the purchase, I found I had to replace the windshield solenoid which the Mooney MM describes as "extremely reliable". I finally ran a full purge of the system with a pressure pot and that cured all the problems. I have encountered moderate icing twice and the system worked very good. I was happy and I am a guy who flew bleed air anti-ice systems for decades. I might add get rid of the copper tube to the slinger and go with the SS unit. Pricey (110 bucks) but it cures all the problems. As Irishpilot says, exercise the system. I do it when I change data bases every 28 days. Run both pumps and both windshield system. You need to read the Mooney MM in detail so you understand the system. For instance, you will get low pressure lights in the summer because of lack of fluid viscosity. On MAX you will likely get the low pressure light out, and then run normal. You have to look at your panels in the summer to verify things. Finally CAV Systems who designed and builds the system is very helpful, has plenty of parts and is very, very responsible both with parts and technical support. As to the factory, they have been good and helpful. Most parts are available in a few days, but you need a good relationship with your parts dealer. I use LASAR and they have been very good. Right now I am waiting for a new hose from the alternate air box, and I am told it is about 1-2 weeks. It is not grounding, I just stay out in front of the replaceable.

Yes, I just got a text message on this. Unless you got cracks, seems like a small repair if your engine is eligible. I think mine is. I am going down for annual on Sept 1, so I will go ahead and do it now.

Question. What is the expiration date on your barrel. I considered buying a barrel, but I do not think I can use it up fast enough.

Replace it.

When I drive down town and park my car it is usually a minimum of 20 bucks. When I use an FBO I expect to pay, and 5 bucks plus some overpriced fuel? Really on par with what I pay to park. Maybe I am not a CB or I drive too nice of a car, but realistically, taking into account the overpriced fuel is about a Jackson for parking and use. On par with an auto parking.

I know Dan Gryder personally, we flew at the same line and he lives not too far from me. He is a great instructor and what he is doing is great work. I had him put on a presentation at our local EAA. He is the one which advocates as I have on this board, get light in the seat when the engine fails. We lost a mutual friend, Leo Giles, who was a CFI-I and an ops spec instructor at our line out of KFFC. Sad to say, for Leo when the rubber band broke he failed to get light in the seat. Which is why I pointed out, about 80% of pilots actually pull back, not push. The things I have pointed out here and Dan tries to point out is how fast speed bleeds off and that is why I am advocate of potential energy and getting light in the seat to use it.

So you are sitting in your Mooney, at Bert Mooney (KBTM) departing IFR departing runway 15. 570 ft/nm required: or You are sitting at KTRK departing runway 29 on the TRUCKK 4, 500 ft/nm required:or You are departing KEGE after a day of skiing. Runway 7 GYPSUM 6. 580 ft/nm So what speed are you going to fly? Vy, Vy+20, or Vx ? Is this the time to find out your skill level?

If after a probe swap, the #6 is still cool, check the probe well. Sometimes stuff gets in there and acts as an insulator. A word on the G2. It does not like cold. I had an airplane in which it would offer the "screen of death" until I warmed up the cabin. Then a power down and power up would fix it.

My response was to the assertion by others that climbing a jet aircraft above book speeds would be an "improvement" in control because "speed is life". It is in fact a recipe for disaster. Speed is life up to a point. Speed is life when you enter wind shear. It is not life when you are trying to land, in fact excess speed could end your life when you go off the end. Speed is life, except when you are trying to turn to avoid the mountain. Then. you need radius. Speed is life except when you need real climb performance, then the correct speed on the drag curve is where you need to be. Speed is life when you are gliding, except you need to be at the correct speed on the drag curve. In short, the CORRECT speed is life.

If you don't climb a 727 at V2+5 to 15 until clean up altitude you will find yourself paying a lot of noise fines, because the line is going to get tired of paying them for you. Second, the F/D bars are going to. command V2 5 to 15 upon engine failure. Finally not climbing at V2 5-15 to clean up altitude obliterates all take off performance data including engine out performance. Take off from Guatemala City. for instance and fail to be on the numbers will result in a terrain trap if an engine is. lost.

There is no question when the rubber band snaps you have to get the nose down. Fact is thanks to poor training, 80% of pilots will pull back anyway. Once you learn that when fan meets the excrement, you need to be "light in your seat", RIGHT NOW, climbing at Vx is no big deal, just a little more push, but you have a lot more potential energy to dole at at your pace. Lower altitudes your energy management pace is dictated by quickly rising drag, not by you.

It is directed at no one and every one. It is simply a statement of needed proficiency to operate in IFR conditions. The reality is on an M20R at Vx you are 21 knots above take off flap. stall speed, more than enough margin. If you get slow by 5 knots, you are still 16 knots more than needed to. fly, Beyond 5 knots and you need to reconsider your abilities and seek remedial training. The fact remains that at Vx while your climb rate is only about 25% higher, your climb in feet/nm is 48% greater. IOW almost 1 1/2 times. If you are departing terrain limiting airports, climb angle and turning radius are everything. Both require slower speeds. Or as I brief, "slow and tight". If you are regularly departing prairie airports may not matter, but get to where there is cumulus granite and you may want to be proficient in obstacle departures. Execute them regularly and it becomes a non event. On the engine failure not, would you not prefer to have 48% altitude and be closer to the airport? Or would you prefer to be further down range? Yeah, when the rubber band snaps, you got to be aggressive and push it over, hard, light in the seat hard but while the other guy is 1.5 miles from the departure end, I'm within the boundary. At my airport on the normal favored runway, I can't make a turn until 1000' agl for reasons of terrain. Other airports around me are even more limiting. Failure to climb at. Vx is going to put you way down range and a lot closer to the granite. Further, if your on course route is the opposite direction, you just wasted a lot of time and fuel.