Awful_Charlie

Blimey Ross! That's pretty comprehensive! Mine is much shorter: Fuel drainer/screwdriver Leatherman (lives up front in a pocket) Big maglight (and three smaller ones up front) Plug spanner/spanners for HT lead 1 spare plug Tape & lockwire The whole lot lives in a plastic box in the baggage bay, along with a portable dot matrix printer, 2 quarts of oil with 1 spout, a high-vis vest, a pair of chocks, the Jepp card writers, the Mooney manual memory stick and some tie down straps Ben (There's probably scissors and more tape in the first aid kit if really desperate!)

Can't say I've ever noticed any smoking, but have noticed the 'overheated coolant' smell a few times on the ground after using it shortly before landing. More annoyingly, at least one batch I picked up seems to have had a mild 'paint stripper' effect on the crankcase and cylinders, which is mainly unsightly, but merits vacuuming out the paint flakes from the oil cooler from time to time. Also had the slinger ring feeder come loose (immediately after annual) which then nicked the seperators on the back of the prop, and blocked the orifice! Cleared with a bit of lockwire, and then replaced, torqued and lockwired the union (it wasn't lockwired before) Ben

I feel for you guys. Here in Europe, each authority produces charts, and may either make them generally available (eg the UK and France), or pass off the bare minimum ICAO requirement to Eurocontrol, and then charge for everything else (eg Switzerland and Germany) No matter what the originating state, if you want the data in a consistent format, or you want it for your GPS, then you have to pay someone like Jepp for the privelege. So although I can download all the UK and France plates as pdf's for free, if I want them on the MFD, then it's fee time. For instance, 400EUR (500USD) gets me the French stuff for the MFD for a year, but if I wanted to cover 3 hours flying from my home base, then it's a whopping 2AMU just for the MFD data, the GPS databases are extra! Coupled with the tax rob making avgas 10USD/gallon, and if you are more than 2tons MTOW (OK, that won't affect many Mooney operators) another charge for IFR (about 60USD/hour for an Aztec) and pretty universal landing fees, then it is hardly surprising GA in Europe is a fraction of what you see in the US. Lobby your politicians, engage AOPA, get organised, I wish you the best of luck Ben

Bejeesus! Give this man a call if it's not too late: Steve Burtenshaw Manager, Commercial & General Aviation SalesZodiac Aerospace (UK) Limited Unit 9, Blackwell Drive Springwood Industrial Estate Braintree, Essex CM7 2QJ Tel: +44 (0) 1376 329194 (ext 221) - Cell: +44 (0) 7785 588023 - Fax: +44 (0) 1376 340734 Steve.Burtenshaw (at) zodiacaerospace.com Good luck Ben

I've dealt with Zodiac UK in the past, and found them extremely helpful & knowledgaable. Dealing with the French branch was like dealing with a hungry and hungover cornered rat. Steve Burtenshaw is (or certainly was) the man, he got me a hydrostat test & regulator overhaul for somewhere around GBP300, whereas everyone else was at least double that. They're in Essex, a 25quid taxi ride from Earls Colne (EGSR) if you're flying it in Post back if you get stuck & I'll look out some numbers and more names Ben (Last I heard was that the replacement bottle was 1800USD, but that was a couple of years ago)

For me, the red beacon goes on before engine start until shutdown, the strobes go on when cleared or entering the runway until the runway is vacated after landing, and the reco lights go on when cleared for takeoff until under radar control. The reco lights go on again when dropping out of controlled airspace and off when speed is under control on landing, or off with the strobes if the lading has been a bit more challenging! I've got two spare bulbs, but haven't had to buy and new yet, so a bit horrified about the 300$ price tag - I guess they'll go LED when my stock runs out! Edit: I see they are 149$ at http://www.cessnapartsdealer.com/xcart/Cessna_01-0770303-00_RECOGNITION_-and-_TAXI_LIGHT.html and 96$ at http://www.broadiesaircraft.com/shop/search.asp?lookup=01-0770303-00 107$ at http://www.skygeek.com/whelen-01-0770303-01-recognition-light.html so the 300$ seems a bit misplaced

Numbers are so important to get the landing right, and moving to a Bravo from brand P, coping with the weight changes was something I wasn't used to. I made up a crib sheet with the numbers on which lives on my knee board now. Numbers in Grey come from the POH, those on white are interpolated. Note than the speed for Approach at MTOW is in brackets. as it is above MLW! If you want the whole spreadsheet ask (it is in Excel) Ben

Quote: 201er But can you explain to me why using takeoff or no flaps in a cross wind landing at all is being suggested? I would think not having the flaps down would make you land faster and be stuck in the transition stage between flight and ground roll skidding around for longer?

I'm going off Garmin due to their Jepp lock-in and treatment of the 480 product and users. I'm seriously considering dumping a deposit on a 540, but it would probably be to replace my 430 (non-W) and make my 480 #2, so likely to be arms and legs in the installtion cost. I thought the deposit scheme was open until the end of the year, and will likely sit on the fence until the last minute.

I was over at Straubing (home of MT) earlier today, and went round to see them about the FIKI business. They categorically told me that changing the prop does not affect the FIKI certification, but that adding the boots also adds 1000EUR to the price. They suspect the 'rumour' comes from the Cirrus installations on the earlier SR22's which themselves were not certified for FIKI, so changing the prop wouyld not make a 'no harzard' install into a FIKI one. I forgotr to ask about the paint cracking issue - sorry Ben

Simple answer to the alternator load question - I have no idea! My left alternator warning light doesn't go out until about 1200RPM with both online, one or two hundred lower if I knock the right one offline. However, either one on it's own seems to cope with all the load I can throw at it, so just took it as the way it happens to be. Mag timing should be 20 dBTDC, and my engine maybe a little rougher on a single mag, but not significantly so. Do you have an engine analyser to ensure it is running on all siz cylinders when on one mag? With one cylinder out it is certainly uncomfortable (fouled plug was the cause in the one experience I have of this) Ben

Why there's a checklist item for *that* switch Congrats to the practical Kiwis

Do it myself every 25 hours or 4 months, whichever comes first. If it comes first on hours, then just an oil change, otherwise oil & filter, and cut open the filter. AOA analysis most times, but the occasional omission, and as a result of this have just started using camguard and dropped from doing 35 hour changes. Have just about perfected the technique of draining the oil without removing the cowling, but has involved one very messy hangar floor in learning hiw to get there when it went wrong! Currently using up my stock of Total Aero, and will look to somthing else when it runs out sometime next year. Lycoming specify 25 hour changes for the Bravo engine

Thanks John - seems this is not going to be an easy one to fix! My EGTs are all fairly consistent, with #5 a bit hotter, which is to be expected, as this one is at peak or just LOP, whereas the others are well LOP by the time #5 has dropped. Like you, on the ground at ambient temps, everything agrees nicely within a couple of degrees. Sometimes I wonder if we'd be better off without all this fancy instrumentation, as it seems to add to the worries as much as it suppresses them My CHT averages for this year for flights over an hour:

Good to meet up with Magnum, and a shame the weather didn't want to play - it was COVOK at home, but the layer of cloud obscuring NE Germnay was visable as I approached Zweibrucken, and without a VFR chart didn't really fancy scud running around the Frankfurt TMA. I'm glad you didn't end up going out of your way Brian - very much hoping we get another chance soon, Luc & Pierre too. Got a few rather bland photos, and a stack of predominantly boring video, which I'll try and cut the interesting parts out of and cobble into something semi-presentable when I get some time (ha ha). 'till next time Ben

Thanks chaps. The baffling is good, with new rubber on the front section to the lower cowl, and the original (but in good condition) to the top cowl. I've checked for gaps and leaks by leaving a light underneath and buttoning it up. My GAMI spread is far from ideal, but #1 is one of the early cylinders to peak, most frequently #5 is the last to rise and fall, but it depends on the MP and altitude. I've got about 70 data points so far, and when I get to 100 I'll try to do some correlation and speak with GAMI. The spread is on avereage about 1GPH with a minium of 0.3 (34"/2400 at FL170) and a maximum of 2GPH (30"/2200 at 4000')

How about we meet at Koblenz EDRK by the tower tomorrow at 12:45 local (1145Z)? If the WX is dodgy for VFR (there doesn't seem to be an IAP there), then final go/nogo by 1030Z, and can possibly re-schedule for Sunday I'll be inbound from LFGB in 2125K @Pierre - sorry you won't be able to make it, but thanks for the tip - next time I come up I'll try asking for the discount, but they've never mentioned it to me so far @Brian, Magnus, Luc - Look forward to seeing you

Folks Just trying to get an opinion on your Bravo CHT spread, and wondering if I can improve mine at all. I'm EDM800 equipped, and as to be expected, #3 is always the coolest due to sharing the thermocouple well (why doesn't someone make a single screw in with two probes inside it?), but #1 is always my hottest - by about 30degF or so. (standar order from hot to cold goes 1, 5, 4, 6, 2, 3) Reading the Conti thread and about the pixie holes made me wonder if I should consider something similar, but thought I'd ask around to see if my spread is normal in a Bravo, or if it is something else that needs attention. FWIW, I don't normally have a CHT problem other than the spread, after establishing the climb at about 120KIAS and 20-21GPH, I can close the cowl flaps and maintain below 400, unless it is very warm outside. Ben

Good to see some interest! Koblenz works for me (as would Luxembourg if it wasn't for the mandatory 90EUR handling) - just need to agree a day then - either is fine for me carusoam - you make me wince with 5.25USD a gallon - fuel here is around double that, but Jersey, Channel Islands is 'only' about 8.50 USD/gallon! Ben

I'm at a loose end this coming weekend and have the itch to get airborne - any other Mooniacs up for a fly in somewhere? I was thinking of somewhere with an on-site or close restaurant, maybe fairly central, but happy to go with the majority. Something possibly like Egelsbach in Germany, Reims or Lyon (Bron!) in France, and probably not Switzerland due to the Customs requirements. Any interest out there? Ben Edit: Or perhaps Jersey for a cheap tank of AvGas?

It's only happened to me a couple of times, and I've managed to realise before posting anything. I have noticed that is only occurs after getting a ColdFusion error, but not after each one though Good luck nailing it Ben Here is a copy/paste of the error that made it happen last time: My Profile Logout [fantom] Home Forums Photo Galleries Resources View New Posts Subscriptions Members 0 New PM(s) Search MooneySpace.com Forum List Topics With New Posts Forum Topic New Posts General Mooney Talk Mooney plastic panel repair 6 The web site you are accessing has experienced an unexpected error. Please contact the website administrator. The following information is meant for the website developer for debugging purposes. Error Occurred While Processing Request 96 : 97 : 98 : 99 : Element MAXPOSTDISPLAY is undefined in SES. The error occurred in D:\websites\mooneyspace\forums\dsp\dsp_newposts.cfm: line 97 Called from D:\websites\mooneyspace\forums\cf4em.cfm: line 122 Called from D:\websites\mooneyspace\index.cfm: line 91 95 : #threadTitle# #newPosts##totalPosts# Jump To New Resources: Check the ColdFusion documentation to verify that you are using the correct syntax. Search the Knowledge Base to find a solution to your problem. Browser Mozilla/5.0 (Windows NT 5.1; rv:7.0.1) Gecko/20100101 Firefox/7.0.1 Remote Address 62.202.<<my bit>> Referrer http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=1&threadid=3760&postid=46277&page=1 Date/Time 07-Nov-11 07:53 PM Stack Trace at cfdsp_newposts2ecfm1310110759.runPage(D:\websites\mooneyspace\forums\dsp\dsp_newposts.cfm:97) at cfcf4em2ecfm381652218.runPage(D:\websites\mooneyspace\forums\cf4em.cfm:122) at cfindex2ecfm1792238315.runPage(D:\websites\mooneyspace\index.cfm:91) coldfusion.runtime.UndefinedElementException: Element MAXPOSTDISPLAY is undefined in SES. at coldfusion.runtime.DotResolver.resolveSplitNameInMap(DotResolver.java:108) at coldfusion.runtime.CfJspPage._resolve(CfJspPage.java:1550) at coldfusion.runtime.CfJspPage._resolveAndAutoscalarize(CfJspPage.java:1729) at coldfusion.runtime.CfJspPage._resolveAndAutoscalarize(CfJspPage.java:1722) at cfdsp_newposts2ecfm1310110759.runPage(D:\websites\mooneyspace\forums\dsp\dsp_newposts.cfm:97) at coldfusion.runtime.CfJspPage.invoke(CfJspPage.java:196) at coldfusion.tagext.lang.IncludeTag.doStartTag(IncludeTag.java:483) at coldfusion.runtime.CfJspPage._emptyTcfTag(CfJspPage.java:2661) at cfcf4em2ecfm381652218.runPage(D:\websites\mooneyspace\forums\cf4em.cfm:122) at coldfusion.runtime.CfJspPage.invoke(CfJspPage.java:196) at coldfusion.tagext.lang.IncludeTag.doStartTag(IncludeTag.java:483) at coldfusion.runtime.CfJspPage._emptyTcfTag(CfJspPage.java:2661) at cfindex2ecfm1792238315.runPage(D:\websites\mooneyspace\index.cfm:91) at coldfusion.runtime.CfJspPage.invoke(CfJspPage.java:196) at coldfusion.tagext.lang.IncludeTag.doStartTag(IncludeTag.java:483) at coldfusion.filter.CfincludeFilter.invoke(CfincludeFilter.java:65) at coldfusion.filter.ApplicationFilter.invoke(ApplicationFilter.java:288) at coldfusion.filter.RequestMonitorFilter.invoke(RequestMonitorFilter.java:48) at coldfusion.filter.MonitoringFilter.invoke(MonitoringFilter.java:40) at coldfusion.filter.PathFilter.invoke(PathFilter.java:86) at coldfusion.filter.ExceptionFilter.invoke(ExceptionFilter.java:70) at coldfusion.filter.ClientScopePersistenceFilter.invoke(ClientScopePersistenceFilter.java:28) at coldfusion.filter.BrowserFilter.invoke(BrowserFilter.java:38) at coldfusion.filter.NoCacheFilter.invoke(NoCacheFilter.java:46) at coldfusion.filter.GlobalsFilter.invoke(GlobalsFilter.java:38) at coldfusion.filter.DatasourceFilter.invoke(DatasourceFilter.java:22) at coldfusion.CfmServlet.service(CfmServlet.java:198) at coldfusion.bootstrap.BootstrapServlet.service(BootstrapServlet.java:89) at jrun.servlet.FilterChain.doFilter(FilterChain.java:86) at coldfusion.monitor.event.MonitoringServletFilter.doFilter(MonitoringServletFilter.java:42) at coldfusion.bootstrap.BootstrapFilter.doFilter(BootstrapFilter.java:46) at jrun.servlet.FilterChain.doFilter(FilterChain.java:94) at jrun.servlet.FilterChain.service(FilterChain.java:101) at jrun.servlet.ServletInvoker.invoke(ServletInvoker.java:106) at jrun.servlet.JRunInvokerChain.invokeNext(JRunInvokerChain.java:42) at jrun.servlet.JRunRequestDispatcher.invoke(JRunRequestDispatcher.java:286) at jrun.servlet.ServletEngineService.dispatch(ServletEngineService.java:543) at jrun.servlet.jrpp.JRunProxyService.invokeRunnable(JRunProxyService.java:203) at jrunx.scheduler.ThreadPool$DownstreamMetrics.invokeRunnable(ThreadPool.java:320) at jrunx.scheduler.ThreadPool$ThreadThrottle.invokeRunnable(ThreadPool.java:428) at jrunx.scheduler.ThreadPool$UpstreamMetrics.invokeRunnable(ThreadPool.java:266) at jrunx.scheduler.WorkerThread.run(WorkerThread.java:66)

Sounds like there has been a problem with damp in the aircraft. If you haven't got it hangared, check all your covers for leaks/tears and waterproofing and make that good before you go repairing stuff, or the repairs will go the same way over time. If you can, might be worth putting a dehumidifier in the aircraft when you park it up and get the internals all dried out. Check your pitot and static drains too, if the fogged ASI is due to water on the inside, it has likely come in the static port, so the dehumidifier and opening the alternate static will help to reduce it, but the damage may already have been done. Ben

Check your PMs!

I've got most if not all of the parts for a Bravo in the hangar on the France/Switzerland/Germany border - where are you? Ben