carusoam

I really dig the video. Short and covers in an out of IMC. I was humming along to the tune until just above touch down, when I kept saying keep "the nose up, keep the nose up, keep the nose up", and you did!!! I also like the new look of the aspens. Best regards, -a-

Mike, [1] Assume: All EGTs should be running over 1,000 F even if the holes are very far down the exhaust tubes. [2] Mounting: The probes are usually simple thermocouples mounted through the exhaust tube, in a small drilled hole. It is not possible for the original hole to be so different to cause such a variation of temperature. [3] Check the obvious: check for any accidental shorting, broken insulation or broken wire. [4] The test: Can you swap adjacent probes / locations for cylinders 1 and 3 to see if the weird reading goes with the probe? [5] Follow-up: If your EGT is really that low, then there is no spark or no fuel going to that cyllinder. [6] As JL points out below, the original EGT may still be mounted in its original spot. It would take an STC for replacement. This makes you ask what is the new thermocouple connected to? Best regards, -a-

"Can you tell me where you massage the floats?" - TXBYKER On my M20C, (26 gallons per side) I simply reached in through the fill neck. You can probably use a mechanic's mirror on a stick to help with your planning. The fill necks are pretty tight to reach through. Best regards, -a-

Part of the M20R transition training is the switches that get left on that are not on the main.... Interior light switches can be turned on in the back seats, fronts seats and baggage compartment. The clock always runs and the fuel flow has a memory that is wired to a switch. The M20C had no interior lights like these, the clock was a wind-up that lasted 8 days, and 'fuel used' memory was in my head..... -a-

The first time I ever saw my mooney fly (from outside the plane) was my wife, with instructor, on her pinch hitters course. The more she knows about what's going on the more comfortable she will be with flying. There is so much to know. Make sure the interior is neat and clean and no broken plastic bits or shreaded seat materials. Nobody is comfortable with that. People generally have grown to expect lights and video screens. Inop junk and steam gauges don't breed comfortable feelings. When its done right + some luck, she will tell you to upgrade to something even faster.......aahhhhh M20R!!!! It always helps to introduce your fine lady to one of the other fine ladies that fly or at least travel.... Becca, Amelia, mooneygirl.....any thoughts..... -a-

Sounds electrical as Don M. has pointed out. Keep in mind, if the mechanical float devices have been sitting for a while they may need some exercise, as they may be stuck in the up position. They are hard to reach but not impossible. Give them some exercise and see if they are moving freely. Two in each tank... Best regards, -a-

Becca, Nice work, must have been a busy 57 minutes. Best regards, -a-

Becca, Nice work, must have been a busy 57 minutes. Best regards, -a-

Quote: allsmiles

txb... Unlike a G1000 with gpss, you (the pilot) are still required to help fly the plane. (this is good news for most of us). With the KAP 150 in Nav mode, we have to be ready with the next heading/course in hand. when the light starts to flash, adjust the OBS to the new heading. When the light is steady the time for anticipation is gone..... I use the heading bug in advance to remember what the new course will be. The system will keep flying the original course until you give it the new one. I do not use the heading mode of the AP unless ATC is giving me headings. If you were to fail to put the new OBS course in properly, the KLN will let you know with a message that says adjust desired track to XXX. When everything is working correctly, you can compare desired track to actual track and they should be very close. minor adjustments to the OBS will give you spot on results comparing ATK to DTK. Again, this is KAP150 and KLN90B experience. KLN94 is very similar to KLN90B (accept color screen and menu structure). I am not specifically familiar with the KAP100, One of the updates for the KAP150 includes using the heading bug to set the intercept course. The challenge for the pilot new to this system is as follows: you are blissfully flying along and waiting for the plane to turn on the next way point. Unfortunately, the only hint that it is time to turn, is the countdown timer to the next waypoint and a small flashing light, followed by ATC asking "ummmm, N201XX are you still on victor YY?" you will also be challenged in a similar fashion with altitude changes. How do you remember to level off after a 10,000 foot change in altitiude? ATC will use the phrase "N201XX can you state your altitude?" Best regards, -a-

Hank, Is there a matching one for the front of the rails? -a-

From my KAP 150 and KLN90B experience. I have had similar issues while learning the system.... The KLN90B has turn anticipation, I would expect the 94 does also... Keep in mind there are two types of GPS way points, fly over and fly by. The GPS can sequence to the next waypoint when you are close. As the pilot fiddles, twists and gets the timing wrong, the plane seems to take an incredibly long period of time to go back on course. 90 degree turns, would be the worst case. Of course the AP doesn't just go direct, it goes back and intercepts the course that is originally selected. I recommend some practice runs at first. String a few VOR way points together. Do it with the nav radio as the source one time and the GPS as the source the next. The GPS will fly in straighter lines. The VOR should fly a more scallopped pattern. When the GPS is the source, there should be a blue light on indicating the switches are set correctly. When no light is on.....well it doesn't mean anything.... How does the AP know what source (GPS vs NAV) you want to use? I found getting the source set up properly, selecting that source for navigation, and pushing the correct buttons on the AP to be exasperatingly challenging at first.... Then compare obs mode, leg mode, direct, and then finally add the approaches... Check your DG for accuracy. If the DG is wandering off course, the AP calculations seem to wander also.......? Of course, pick a nice sunny day with good visibility. You will have your head down in the cockpit, so expect to bring someone along, or be extremely vigilant not to be looking down.... Best regards, -a-

Becca, Consider adding sky radar to your I-Pad thoughts. http://www.mooneyspace.com/index.cfm?page=4&mainaction=posts&forumid=2&threadid=2009 It gives blue tooth, waas and weather to your I-Pad.... I am with Magnum on the proven value of the portable garmin. I am still using both. But the IPad always has up to date charts and approaches. I am also thinking that the lower cost I-Pad is an excellent solution. I have not used my 3G, an external Waas antenna is better, 64MB of memory is way more than neccessary...... If you have an I-phone or other smartphone with "Hot Spot" connectivity, than your wifi enabled Ipad should be able to communicate through it anyway.... I usually don't go anywhere with just an Ipad and no phone.... Best regards, -a-

Simple advice while working with your mechanic... There are a couple of spring loaded ball bearing check valves that you will find while changing O-ring seals. They can be challenging to hold together while putting them back in to the valve body. a touch of grease will temporarily glue them together while you assemble, and then later dissolves in the hydraulic fluid. Best regards, -a-

My M20C had cotter pins. Realistically (unfortunately), if the seat went all the way back, it didn't go very far. Feet on the pedals keeps it from going any too far forwards. This was more of a real issue for C-brand 172s, where the seat and pilot could potentially slide completely away from the controls. It was a hot button during my PP training in the 90's. Best regards, -a-

Jax, At 1880hrs on a 2,000 hour TBO....are you looking at an OH or trying to stretch as far as you can? Run it and recheck the compression on the 52? Best regards, -a-

AAA + Don Maxwell... Use the experts when you don't have the expertise yourself....Or when your looking for someone to back up your choices. Remember, it is still a used vehicle. Once you have signed for it, it is yours. Dave McGee will point this out to you prior to you signing for it. No tricks no hassles, unfortunately no warranty....... Best regards, -a-