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Awful_Charlie last won the day on March 27 2013

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About Awful_Charlie

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  • Birthday June 16

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    1998 M20M

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  1. Planning A Long Cross-country Trip

    It's not that difficult - Plan flight, put fuel in tanks, fly plan... & repeat Route considerations: Customs, permits, winds, terrain, handling and FUEL. Oil changes, checks Fuel/Oil/Oxygen/TKS: Where, quantities, delivery, hours (days) of availability. Safety/Emergency equipment: ELT, portable radio, Lifejackets, liferaft, Warmth (space blanket, sleeping bag), shark repellent, food, water. A significant money reserve (or access to it) would be prudent (what are you going to do if your aircraft goes tech when away? Or the pilot/pax goes sufficiently sick to not be able to fly) "Personal control": use a regime that works for you, and be wary of trying something new. If you always have 10 cups of coffee first thing in the morning and a pee an hour later, plan with that and stick with it. Maybe consider avoiding the local tummy-rumbler speciality on arrival if you plan on flying again next day. Other useful stuff: Check electronic chart subs/apps that they actually *do have* the charts you expect to need, don't just assume they are in the coverage you bought. Copies of paperwork (CofA, CofR, licences, medicals etc) that you can leave with zealous officials. Copies of Maintenance manual and parts catalog. If you have hisk-risk, high impact failure items that ground you (eg TIT probe), consider taking a spare particularly if they are not so quick to get hold of. Any special tools you have for your airframe. Consider what you will do if you have no internet connection! eg Outbound , got there and return and most important - Have Fun
  2. MT 4 Blade Pirep

    Yes - but my diet has got as far as my MT thus far..... Even with the help of Mr. P Tube and his tanks, I don't think I can do it direct - stops at Wick and at least one other I expect
  3. MT 4 Blade Pirep

    Thanks guys, and bad luck or the corrosion Lance IIRC the early PIREPs suggested the MT may be up to a couple of knots slower in the cruise, and that (along with finances!) was one of the reasons to hold back - yep - I know on a three or four hour leg it doesn't make a difference worth looking at, but it still wrankles. With these newer reports it looks it is just a financial decision now! (hmmm, this is being an expensive hobby, 2016 - Avionics, 2017-LRT and China, 2018-Engine, 2019-MT or paint?, 2020-the other one!, 2021-Transatlantic to Erik for a ride ) I can just manage to do the cowl on my own with the three blade - replacement involves sitting on the floor in front of the prop with the lower cowl on my legs, shuffling forward to one foot either side of the nosewheel , then use my knees and feet to raise it up and popping in one or two fasteners (not the b*tch just above the nosewheel - that one is normally last!) before getting up and buttoning up the rest. If I'm always going to need to find and collar someone else to help me with this, it is going to make to oil and filter changes require a bit more organisation! Burning more fuel should mean more knots, but my normal cruise is normally in the 12-14GPH (30" 2200) area, which puts me in the 12-14NMPG ball park so we're in a somewhat different operating regime. I'm still gathering data on fuel and performance after fitting Avidyne IFDs so will hopefully have a good basis on which to do a before and after comparisons after the job gets done (assuming it goes ahead!) The MT factory is only an hour and a half flight from home base (and happens to be where I get my avionic work done - last time I was there I had MT do an IRAN on the standard McCauley prop whilst the avionics were being done), but it's a right pain getting to/from without the aircraft, so day visits are preferred. I'll certainly go nickel leading edges, and keep my fingers crossed on the paint The weight and CofG is a benefit I'm looking forward to as well - I currently have 2 charlies in the back, so if a lighter prop on the front means I can ditch one of those means I get another 6 lb of usable back. Of course the ideal would be to lose both of them *and* have the CofG go back and inch or two, but back in the real world.... Thanks again Ben
  4. MT 4 Blade Pirep

    This is high on my list of upgrades (the lower noise opens up more German airfields, and most of the rest of the EU is moving a similar way, albeit at different speeds) Weight (and balance), shorter take off and better climb are high on my list too, but despite the practicalities, giving up cruise speed feels bad! One of my main concerns is about getting the lower cowling off though - it's just about do-able single handedly with the three blade - is it much more difficult with the extra blade getting in the way?
  5. Vacuum system question

    I do hope it is not your ASI connected to the vacuum system! If it is the AH though, I think your proposal will be ok
  6. Does the engine actually lose power when the MAP gauge shows the reduction? If not, I would suspect some fluid in the MP line that manages to block the line when in the nose up attitude. I'm not familiar with the Continental turbo controller setup, but if it was on my lycoming I'd be tempted to check all the controller/wastegate/feed/control/scavenge hoses for kinks/blockages or maybe purging for air
  7. Disappearing Fuel M20M

    Here's a picture when my LR extensions were being fitted - the red outline behind the main spar is the extra capacity. If you're losing 16 galls in 4 weeks (that's about a fifth of a pint per hour), then I'd suggest that could be evaporating with enough ventilation, and somewhere you'll find a pile of blue goo - which is where it evaporated from and not necessarily the leak. Something is going to smell though, but if you're outside (in in Europe, the hangarage problem is similar!) it could be difficult to detect. Does the fuel disappear all the way down to zero given enough time? From about half tank you're away from the outboard edge, so I'd start with a thorough check through the inspection holes in the wheel bays, and then whip the belly panels off and look outboard from there. I'd also try parking with the selector on the right or off - that will certainly tell you which side of the fuel selector (not forgetting the selector itself!) the leak is. From memory, fuel flows from the LR through the main spar to the mains through a 3/8" pipe at the bottom inboard corner, but also through a pair of 3/4" holes about half way up the main spar when things are pretty full, there's a corresponding air vent pipe in the top outboard corner. The exact loading schedule isn't published as far as I know, but somewhere I got the figure that the first 30 galls in in the mains only, so assuming it is linear from there to full, then every gallon past 30 goes 0.57 to the original tanks and 0.43 to the LR Good luck - keep us posted please
  8. Turbo Exhaust Inlet Gasket Leak

    Lycoming IPC PC315-8 ( ) #1-5 to Transition: 78084 (but bear in mind the flange 40C19819 which inserts into the transition is a replaceable part and may need replacement if that's where the leak is) Transition-Wastegate: LW-12125-3 There's not a gasket shown between the turbo and transition!
  9. My teacher was more like this - bet someone will try attaching one to an aircraft
  10. Ramp and Other Fees AGAIN!

    Yes, but it was Chang Mai that was really expensive - Chang Rai was "only" 800USD or so. Don Muang/Bangkok was cheap by comparison!
  11. Ramp and Other Fees AGAIN!

    Ha ha ha - you don't know what you are missing! Try $1000 (yes, a one and three zeros) at Chang Mai/VTCT for basic handling (ie +landing and parking!), then +25% for "out of hours" (eg during the day at a a weekend!) And that is apparently the cheap handling agent
  12. Garmin G5 vs Aspen

    I don't know if the G5 is the same as the G500 in logic/inputs, but my decision to go Aspen rather than G500 was that the Aspen had a dependency on the pitot/static system, and the Garmin a dependency on a GPS fix. I have some control over the pitot/static, and can likely diagnose and maybe repair a fault there even away from base, whereas a GPS failure is much more likely out of my control and I'm unlikely to be able to make a repair away from home (remember the duff batch of Garmin GPS antennas that then took down every GPS in the aircraft?). I've seen lots of GPS dropouts, but only one pitot failure (where the heater wiring burnt out)
  13. Thoughts on buying a Mooney Bravo

    Hi Markus I run a Bravo out of Habsheim (LFGB) just over the border, albeit an older (pre-G1000) one. It is on the US register, and I have a local A&P/IA who does my heavy maintenance, the small stuff I do myself. I'm currently at 2100 hours TTAF&E and looking forward to the overhaul in another hundred (or three) hours. It will certainly do what you want - I do a few trips a year straight over the alps - I might even have my EASA IRI soon too! (already have a CRI, so if you need EASA turbo/oxygen signoffs..) Sometime later in the year I'll be over to Straubing for some more avionics and panel work, but it you want to get in touch in the meantime, send me a PM with your e-mail or phone number. Ben
  14. M20M LOP Discussion

    Well said DVA - I shudder when I hear of people asking for 38" of MP and wonder if they comply with the SB for overboost! I put in the IAT probe for the JPI to the measurement port, and can then use ExTrends to check MP vs IAT over a range of lights to see if it drifts off or not (been stable for a while now) Like DVA I get a small variation in MP in the climb/descent, maybe up to 1" for an altitude change of 15,000', for the descent my SOP is to trim for 600FPM at TOD, let temperature stabilise, and try to get down to 24" and 150 ROP for the IAF or a few miles before the pattern on a visual, so I'm normally fiddling with MP and mixture on the way down anyway
  15. Oil filler tube mess

    Fur a funnel I use an old plastic drink bottle with the bottom cut off - the screw thread matches the Lycoming thread. In this 'funnel' (which I kept the screw top for, and put back on after use) lives a rag which I use to wipe the dipstick, but them also stops any mess falling out into the 'tool' box in which it lives (along with a plug spanner, spare plugs, mini-chocks etc) Only drawback is it is maybe rather larger than necessary, but it is cheap and easily replaced, doesn't drip, and doesn't blow away when it's windy on the ramp. It goes everywhere with the aircraft! Great CB solution!