rogerl

Have four fuses under the '78 201 dash on passenger side next to voltage regulator mounted on a plate labeled: radio, panel, battery (and one more I forget at the moment), are contained in screw-off fuse holders and fuses are individually labeled: BUSS 125V FM01 5A Two of these are burnt out (radio and panel - and I'm hoping the defunct 'panel' one is why the panel lights quit working recently ...), and am having difficulty finding replacments. Did find this at mouser: http://www.mouser.com/ProductDetail/Cooper-Bussmann/FM01A125V5A/?qs=KOeOmFnJLTp%2FP0P0X0rhDw%3D%3D But there is an errant 'A' in the part number. Can't seem to find any others. 1) Anyone have a line on this fuse, or know how the 'A' might differ? -or- 2) If anyone else could use one, I think the link referenced above is for a pack of 10 (I need two, plus maybe two spare); PM me if you are interested in me dropping one in the mail to you. Roger

Lood, Check out thread: http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=3&threadid=418

New: http://www.aircraftspruce.com/catalog/elpages/grimestaillights.php Used: http://aircraftpartsandsalvage.com/advanced_search_result.php?keywords=Grimes+Rear+Position+Light Condition is very good; complete including mounting screws, bulb, gasket, leads (cut). Working when replaced by A500 position light/strobe combo. Considering comps and condition, $50 seems cheap. PM if interested.

Quote: Bnicolette Well, I finally found out that there is no longer an AD out on these mags. The AD was recinded for the 4 cylinder Lycomings but is still active for the six cylinders. When I had my mag overhauled I was curious as to why my mechanic or the guy that did the mag didn't sign off an AD compliance record but now I know. A lot of folks still think the AD is active so I thought I would let everybody know that is no longer required. Although I would certainly make sure that mine was done again before the 500 hour mark.

Annual shows that ZT needs a new impulse coupling, points, etc. Bad news is that these are getting scarce. Shop found one after a morning's phoning around - folks selling are marking up to greater than list. At least it's not one of the '100-hour inspection' units with the rivets. $650. Good news is that next time this bird needs mag work sounds like there is a good chance an electronic ignition setup will be an option.

It's good to keep in mind that many class d airports do not have radar, and rely upon sharp eyes and maybe binoculars to keep abreast of positions. It's not unusual for a self reported position to be off significantly, and the guy in the tower thus not even getting timely visual contact. The KAEG under the mode c veil of KABQ is one such example.

Quote: Becca still ony 1/3rd the candlepower of a HID

Hmm. Cursory research of this makes it unclear whether the senator received "all the available information" about this flight. If indeed there was no NOTAM at all issued (rather than the just the fox "news" article reference to lack of "online" information) and therefore not available during at least the preflight briefing received from flight service (he did get a preflight briefing, right??!) it would be hard not to sympathize. On the other hand, if indeed there was no briefing received and the senator continues along the "I did nothing wrong" lines, then remedial training should be the least of his problems. Aviation does not need a black eye from someone landing on a yellow 'X' due to a lack of proper preflight planning. Unless, of course, there is a clear lack of information dissemination on the part of the FAA and thus fault can be attributed and action pursued against the FAA. That said, there should be a reasonable expectation of a sort of "due process" against those of us who take advantage of the piloting privilege; so, even at the additional legal expenses the government (we) will incur in pursuing certificate action, this sounds like something that should be passed. It should at least give us a modicum of protection against capricious and arbitrary enforcement actions.

For those who haven't seen it, here's a reference that all mooney pilots should be familiar with, and taught me how to treat the beast in general. (although it might spark some "J" envy, maybe even in some TLS/Bravo owners who haven't taken the lottery!) Particular to this discussion, see paragraph where he (erstwhile mooney test pilot) says: "Experienced Mooney pilots always have a little aft pull on the control wheel during the takeoff. Try it; you'll like the results." He was referring to getting up on the nosewheel on takeoff, but using this techique I have seldom experienced significant bouncing on the ground ... er strike that I mean on takeoff . Could tire pressure be an issue? Mine calls for 30 in the mains and 49 in the nose. Oh, and ps I always use takeoff flaps.

According to the ASF, over 50% of MACs occur within 5 miles of an airport, 96% at or below 3000agl - vis most occur in the pattern, daylight VFR conditions.

Ordered these (mouser p/n 606-cm7376 28v .065a chicago miniature lamps) and unfortunately didn't notice the "28V" until AFTER I had soldered one into my KFC200 annunciator panel and noticed that the replaced light is _rather_ dim . No jokes about the applicability of "dim" to the light or the installer, or "no donut" for you! Since I wisely ordered several spares as the shipping was the major cost, I have 5 of these bulbs that I would be happy to drop into a self addressed, stamped padded package that someone sends me. PM if you want them; to the first responder, or might divvy up if there is high demand and the first responder(s) are willing. I believe they're good for the 28V KFC200 annunciator panel, but no warranties or statements of suitability for any particular purpose. Roger OpenFlightGPS Android moving map charts, soon offering simple waypoints/course lines!

Quote: Parker_Woodruff No. How about let the free market work and have private enterprise make a viable solution since there is clearly a future need.. My money's on GAMI winning out in this one. They are the model of how an aviation business should be run. Last thing I want is the FAA trying to develop something. They're the ones not knowing what's going on with ADS-B within their own ranks. Government "research" and "funding" is what has brought us the ethanol failure.

Greg, Good to hear from a Kirtland Airman. I trained at the Kirtland Aero Club under Dan Fernandez, who was a c130 trainer for a long time in the Air Force. I maintain membership at the club for the resources, cameraderie and (last but not least) to purchase fuel from them for substantially less than the KABQ FBO's. It might be worth your time to check into it. I also do their website for kicks: http://www.kirtlandflightcenter.org I hangar my M20J at Cutter, and have noticed that there is (was?) a mooney out in their ramp area that was for sale for a long time; not sure but it might be an "F". I do hate to see it languishing out there in the sun. Peter Lyons (Aspen, KAEG I think) and Craig McGregor (mooneyspace provider, KSAF) and I had a mini-flyin at KDRO a couple of weeks ago, and Peter was talking about doing a monthly event. Might be an opportunity to get acquainted with some of the local Mooney crew if you're interested. PM or email rogerfirstname yahoo.com if you're interested in any of the above, or maybe would like to go for a local cruise in a M20J one of these days; I could give you firsthand on exactly what I'm into on a yearly basis. At any rate, all the best on your Mooney explorations! Roger, maker of OpenFlightGPS Android application.

A sad day for history and aviation: http://www.chicagotribune.com/news/local/breaking/chibrknews-crews-responding-to-incident-involving-wwii-bomber-20110613,0,5852034.story The survivial of everyone is the only bright spot on the otherwise tragic event.

Most of this even handed discussion has been great - it's the kind of personal experience and opinion that makes forums useful and relevant. One thing that has been a recurring theme (other threads as well) is an air of elitism that is I believe if unhelpful to GA. Vis a vis: if you're not super-rich with lots of spare time to acquire ratings and/or do it for a living, then you should stay on the ground and only move about the country in the fat belly of a heavily policed flying bus. For example, another thread's poster noted that (something something, basically commenting on watching nickels when ponying up for maintenance and upgrades) if you can't pay full, unbargained price, you "can't afford it, so shouldn't be an airplane owner". In this IFR/VFR thread, it was noted that respected authorities are coming up with the attitude that the crowd is "downhill" or otherwise unworthy if they are low time or scarcely certificated. I take issue with both of these points. I've flown two types of aircraft. Trained in T41-C (172 with a 210 horsepower continental), and own/fly a 201. The 201 is arguably easier to fly than the cessna, certainly when it comes to crosswind landings. Sure, you have got to watch the speed, etc. etc., but the fact remains that of my 200 hours, 150 of them were in my 201, which I transitioned to with a wet-ink SEL certificate with only the required complex endorsement and insurance-required training. For this pilot/commentator to assume that the crowd is "downhill" because of low time pilots coming into the fold is pretty hypocritical. At one point he was a low time pilot - was he unworthy, and if so how come he continued to build hours in that case? Was it because he had a clunkier aircraft to fly, therefore it is OK to fly low time? Clearly, from my experience, that has little or no bearing on the ability to handle said aircraft. A cessna getting broadsided by a 737 causes just as much carnage as a mooney, or a cessna augering into a school kills the same number of bystanders. Similarly for the cost issue. If only those flush with cash can fly, then how many GA pilots are going to be in the next crop of pilots? Who are we going to tell our war stories to? Is it shameful to try to get the best value for your maintenance dollar?

This never gained enough traction to go through, but for part # and contact reference: Klixon switch group buy

Further investigation showed that some knuckhead (ahem....) didn't fully seat the new Michel radio - it was seated enough to power up ok, but not enough contact to get any other activity. Both com and nav are 100% after being fully seated, so it looks like the 170b nav is shot after all.

Having a radio issue that goes like this: KX170B CDI just stopped showing indications during a recent flight. No ident heard from station, indicator would 'twitch' when nav radio switched on/off. Still had great performance from COM. Replaced the 170B with the michel MX170C thinking the legs were giving out; now have neither comm or nav working! The 170C 'test' works fine (hear the squelch break and static), but no radio reception. Transmit shows the transmit 'tic' indicator ok. Also, no action on the nav - can't hear ident, and doesn't budge the CDI needle. I'm thinking antenna, but why would the COM now not be working (I don't know much about radios, but I think the antennas are separate)? Any related experiences greatly appreciated - TIA

OpenFlightGPS Free (limited to 2 simultaneous maps) was released to the Android market today. It works well with the Xoom, and includes the ability to download geo-referenced TACs, IFR Lows, Sectionals and WACS. The only non-georeferenced charts supported are the FLY way charts, which are not currently available in GEOTiff format. Soon minimal-fee paid versions of OpenFlightGPS will be released that allow more simultaneous maps. Note that the IFR Lows currently downloadable are valid starting May 5 - these are the first GEOTiff ENR's released by the FAA free digital products division.

Quote: DaV8or I have an Android phone and it can't post here either. I read the posts in your 2nd link at tinymce, but not being a web geek, I have no idea what they are talking about or how helps us here. I guess just that it confirms again that the Apple OS isn't compatible with this site?

Please see: http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=4&threadid=1960#post21247 http://tinymce.moxiecode.com/forum/viewtopic.php?id=21314 then commit to Android

Quote: allsmiles I don't mean to be barking I'm only saying that it is frustrating to see how people will complicate something very simple. Just follow these simple instructions from Lycoming recommendations: Descent Plan ahead to make a smooth temperature transition between cruise and descent. Start descent early and allow airspeed to increase within aircraft limits. Maintain power asrequired and mixture setting. Cylinder head temperature change rate should not exceed 50°F per minute to avoid rapid shock cooling. Spoilers may be used if so equipped. Whenever the mixture is adjusted, rich or lean, it should be done slowly. At all times, caution must be taken not to shock cool the cylinders. The maximum recommended temperature change should not exceed 50°F per minute. Does'mt this sound LOGICAL? What's the problem? Why do some people want to do something different? Is it because Lycoming recommends it and they want to go against it? I don't get it!

Quote: allsmiles What do you want Lycoming to come up with? They developed and gave us a bulletproof engine for our Mooneys!! If we follow some of their simple directions and give it half a chance it will go well beyond TBO!! What did the other talking heads and "engine experts" come up with? Did they come up with something that I missed?

Quote: allsmiles Uhh... guys, Lycoming manufactures the engine and Lycoming honors the warranty. I would listen to Lycoming!! Anyone can say whtever they want but they are not responsible or liable. Use common sense and LISTEN to Lycoming. Do not discount the voice of experience over some "wannabes" out there who talk without any substance.

Quote: WardHolbrook I would point out again, that neither Continental nor Lycoming seem to have this metallurigical thing quite figured out yet as evidenced by their all to frequent cylinder, cam, crankshaft and case recalls. I guess solid research and the laws of thermodynamics are not to be used to refute OWTs. Just a question... How come most jump planes and glider tow planes seem to make it to TBO just fine? You'd think that those engines would be eating cylinders at prodigious rates. They don't. I suggest that money spent taking an online course on powerplant management at AdvancedPilot.com would be well spent.