jlunseth

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jlunseth last won the day on July 6 2015

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About jlunseth

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    Male
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    KFCM
  • Reg #
    N381SP
  • Model
    M20K 231

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  1. jlunseth

    M20K Rocket Wing Damage

    I watched your wing failure video. Scary. I used to fly Chalk’s all the time to get out to Bimini, they were really cool planes and since the “airline” was not very big, I probably flew on that plane. They were amphibions that landed on the belly in the ocean, then the long gear would come down as they approached shore and they would taxi up an angled ramp. It is somewhat odd to see that there was fire. Perhaps when the wing came off a fuel tank ruptured and was ignited by an engine? Sad that Chalk’s is gone.
  2. jlunseth

    M20K Rocket Wing Damage

    Mechanics unfamiliar with Mooneys often don’t like working on them. Everything about the systems is compact and space to work around the engine is more limited, its like working on a sports car engine v. a straight six in an old Buick with a cavernous engine compartment. You have to find a good Mooney mechanic and keep him. I don’t take my aircraft to any of the local guys anymore unless I have to, they don’t know the systems and things have gotten seriously messed up once too often, which I get to deal with in flight.
  3. jlunseth

    M20K Rocket Wing Damage

    I went cruising through the website and found a picture Cruiser posted of the wing and spar. The long yellow member is the spar, the heavily supported area in the middle is the wing root, so you can see that the spar is right where that longitudinal seam is behind the sight gauge in the OP’s photo, just aft of the wrinkle.
  4. jlunseth

    M20K Rocket Wing Damage

    The wing spar/wing root are just aft of the location of that wrinkle. The wing spar runs from inside the floor of the aircraft (where it joins the other wing spar) out towards the tip. To cause a wrinkle in compression perpendicular to the spar like that one appears to be, the spar likely flexed as did the rest of the wing support structure in that area. So probably, you are looking at replacing the spar and spar cap, some of the cross members, the wing skin, and to get to the wing root the starboard fuselage skin will need to be removed around the wing. Pricey. That’s my Internet diagnosis from a picture. An A&P will need to get inside there and determine what all needs to be replaced, which at a minimum means the wing skin in that area, just to inspect. Now, that’s a picture, it may be that on further examination that is not from a flexing of the wing at all. But chances are pretty good it is.
  5. jlunseth

    Bravo Operations at High Altitude Airports

    Me too on the go around. I don’t put all the power in right away. The most important thing is to get the aircraft properly trimmed up and the fuel flow setting correct before putting in full power. I guess I don’t even think about it, I just put in partial power to keep me level above the runway until I get everything set up. Now, if I ever found myself about to settle down on the belly because I forgot the gear, I would probably react differently! But a normal go around, control is most important.
  6. jlunseth

    Bravo Operations at High Altitude Airports

    I don’t know what the Bravo altitude is, the 231 POH says 12k. But the altitude is published because above 12k without a turbo, there just is not enough air for the engine to run. That is not what is happening on the ground even at 7k. I don’t think he is in danger of an airstart though. The engine shuts down after landing because the aircraft is no longer moving fast enough for the prop to help the engine. In the air, where airspeed is much higher, there is much more latitude in terms of mixture control. You can be much richer or much leaner than at idle on the ground, and the engine will operate just fine. My guess is that you were overrich, you might want to think about turning the boost pump off as soon as you touch down. Also, the POH may say you should be full rich for landing, but in my 231 I have found that causes the engine to burble from being overrich. The POH wants the engine full rich in case you must go around, but for me, it is just as easy to land with the engine leaned out some, and if I have to go around I push the mixture in.
  7. jlunseth

    KFC200 - Uh oh.

    +1 on the AP test, but have you checked simple things? Did you disconnect with one of the yoke switches and the switch stuck? Was there a seat belt loose, wrapping the trim wheel?
  8. jlunseth

    Passed Commercial Checkride!!

    Taildragger is about 10 hours and just an endorsement. Its a fun thing to do, I would do that first. Probably CFI you would learn alot, but you would need insurance coverage to actually practice as an instructor, and then tail insurance to cover you for a former student's accident even after you stop instructing. Think about multi, and then maybe single engine ATP. Also, there are several other add-on ratings you can get for your CPL (other than multi) such as seaplane, glider, etc. Those would be fun and you would learn.
  9. The method that works every time, hot or cold, is the one N231BN said. Prime just to get the engine running. The Hi Boost has a cover on it. Leave the cover where it is. When the engine starts to die, push the top corner of the hi boost switch with the cover in place until the engine is happy, then let go. Leaving the switch cover in place allows the hi boost switch to act as in instant off switch, so as soon as you stop pushing it stops pumping.
  10. jlunseth

    Full Fuel Tanks

    There is some good information in this thread. I have a 231 and a JPI. My fuel flow gauge is very accurate, I ran a set of tests on it a few years ago and it is within .1 gal in 50 gals. That is what I use. The JPI readout is extremely accurate, the senders providing the information to the JPI not so much. Getting the tanks full is something I work on with the line guys at my FBO. I sump the tanks and check their filling every single time. Now, the difficulty of knowing when you really have the tank full is somewhat mitigated by the superior fuel efficiency of the 231. When I run LOP at cruise I make good speed at around 11 gph. That is theoretically 7 hours to empty. I have never flown 7 hours, I have never flown more than 4.5 without a pit stop. So some inaccuracy is tolerable. I use the numbers from the totalizer though. I make a little table starting with 37.8 at the top for each tank, and then subtract the fueled used as I switch tanks. Typically, I will use around 10 to 15 gallons out of the first tank during the climb and level off, then switch and use the second tank for most of the flight. That might be 2 1/2 - 3 hours. Then I switch back to the first tank for the descent and landing, I know to a certainty it has 20+ gallons in it when I make that switch. I was told some years ago that full is to the bottom of the filler neck. Nevertheless, if I am taking a long trip I make sure it is full to the ring at the top of the neck, that is a few more gallons. Nine out of ten line guys don’t understand that you have to push the anti-syphon open with the fuel nozzle and keep it open. I can’t tell you how many times they have “filled” my tanks, there is fuel sitting on the anti-syphon valve, and a big void underneath. To really fill the tanks well for a long trip the best technique I have found is to gently rock the wing. This will burp most of the air out. I find I can usually get about 4 gal more into the tank this way, even if the line guy filled the tank “full” and did it correctly. I would not knock that anti-syphon valve by the way. I did have an O ring fail in the gas cap once. It sprayed for a little while, but the valve stopped it. I ran a tank dry once. I did it intentionally, but was surprised that it ran dry early. I agree that they run dry at about 35, not 37.8. Your mileage may vary. The sight gauges on my aircraft are not that useful. The one thing they are good for is knowing when a line guy has mis-fueled a tank. If the needle moves at all, you can get somewhere between 4 and 10 more gallons into the tank. The needle will be pegged out if the tank is truly full.
  11. There is a way in my 430 to load a whole approach for vectors to final, and then activate a particular leg once you are getting to the final approach course. I don’t have a GTN, so you might check the GTN manual on this. So you load the whole approach, and let’s say just for the sake of example that it has a straight in IAF, and then a couple of IAF’s further out that are NoPT and on a “T.” You are geing vectored onto the final approach course inside the straight-in IAF and outside the FAF. You are cleared to intercept the final approach course. You would go in to FPL (Flight Plan), pick the FAF, highlight it, and then hit Direct-Direct-Enter. Two “Directs” gets you an “Activate Leg” screen and ENT then activates that leg, the IAF to FAF leg. A magenta line should appear for that leg, and I don’t really recall, but I think it extends out some distance beyond the first point of the leg, in this instance the IAF. You can then intercept that leg and the rest of the approach will sequence normally. I don’t use this very much, maybe once a year, so you might try it in clear air (VFR) to make sure it works, esp. in a different GPS. This works for any leg in a flight plan, including any leg in an approach.
  12. jlunseth

    Annual Questions

    My engine runs rough every time I do that. Must be the extra humidity.
  13. Its a little different for us turbo guys, but it is a constant struggle to get mechanics to set the fuel flow rich enough. They always, always seem to want to set it a little on the lean side. A little on the rich side is better, we do have a red knob that let's us lean the engine out, but if the fuel flow is set too low there is nothing we can do except accept the higher CHT's.
  14. jlunseth

    Instrument Rating during the Summer

    I won't argue with that. You are going to have to do it sooner or later. But it gets old after awhile, and not particularly helpful when one is first learning instrument skills and buttonology. Make a move to change frequencies and hit a Comm button 6" higher instead.
  15. jlunseth

    Instrument Rating during the Summer

    Well, that is true pretty much everywhere. Temps may not be as much of a problem as in AZ, but low level bumps (at approach altitude) are constant and can be pretty vigorous. Makes it very difficult when your fingers are trying to fly around the panel and get all the parts of the upcoming approach entered in.