N201MKTurbo

It was like Oshkosh ‘88 I bought a KLN88 on special. I installed it a week later when it arrived. I thought I had died and gone to heaven! I could fly direct to any waypoint imaginable and had a CDI and DME reading. I was hot stuff. That was back when I was flying about 500 hours a year.

I have one in the avionics museum in the hangar.

Call Nickson’s machine shop in Santa Maria CA. If anybody can fix it, they can.

The exhaust doesn’t need to be removed. The heater muff (cuff) should be removed so the muffler can can be inspected for cracks. Everything else can be inspected from the outside except the flame tubes inside the muffler. They can be inspected by removing the tail pipe, or with a borescope.

I believe that muffler cracks can happen very quickly. The muffler can have considerable stress on it. Especially if it was assembled imperfectly. It isn’t unusual for one or two risers to need a bit of push and shove to get them on their studs and when the nuts are tightened it will increase the stress on the exhaust system. With the engine vibrating constantly, the tiniest little flaw can cause a split to quickly form. The split will relieve the built up stress. Luckily, the exhaust systems are very tough and reliable and these things rarely happen.

My 3 day sickness came from flying a 2 hour cross country (IFR if I recall) with the heater on. I felt really crappy when I got there. I thought it might be CO, so I bought a spot detector. It was 1984, there was nothing better. I stuck it by the heater outlet and fired up the engine. It turned black in about 5 seconds. I flew home with the heater off and all the vents open. It was -5F outside. The shivering kept me alert. BTW, with the heater off the spot stayed tan.

#4 explains a lot.....

I’m pretty sure the Spitfire doesn’t have a TOGA button….

Just get some cold patch and make some ramps. Put some pieces of plywood on the cold patch and drive your truck over them a few times. https://www.homedepot.com/b/Building-Materials-Concrete-Cement-Masonry-Asphalt-Repair/N-5yc1vZc867?

They just redid the asphalt in front of my hangar. They made it perfectly flush with the concrete in the hangar. I cannot even feel the transition when the wheels roll over it. Much better than the last 30 years.

Glad you are Ok. The CO sickness is like a very bad hangover that doesn’t go away for three days. And that is the good outcome.

Sure, but this is Mooneyspace, not Alrline Pilot Space. Although it is interesting to hear what is going on in the airline world, we are primarily interested in the issues that affect us as Mooney pilots.

My ex wife and I met when I was an electronics engineer and she was my PCB designer. She moved on to sales for PCB design software. She is now the director of customer support for Zuken PCB design software. The point of all this is I have used and watched the evolution of the different design packages since 1990. During the 90s there was a feature war among the different packages. Every few weeks somebody would come up with a new feature. Then everybody would copy it. By about 2010 all the different packages had the same features. The only differences was how the features were implemented. So it all comes down to what you are used to using. I have a feeling FF and GP will soon be to the same place and there will be little difference feature wise between the two. And it will just come down to what you are used to using.

Let’s do the test and if it shows a problem, then we will try to figure out what is wrong.

Have you checked the mixture distribution by doing a GAMI test? I know they aren’t normally done on a carbureted engine, but it would be good to know if that cylinder is running lean.

Get a cheap Harbor Freight winch and mount it in the back of the hangar. Hook the cable to the tail tie down and drag it in. You will need to rig up a remote control for it and a 12v power supply.

IFR flying used to be about situational awareness and flying skills. Now it is about navigator and autopilot skills. Not a good thing or a bad thing, just the way it is.

They do love the DME arc. I had to do the same one on my multi commercial and ATP. One without the hood and one with it.. I think they are pretty easy. I’ve never had to do one for real. I have flown approaches that had them, but ATC just vectors me.

But I was asking about dealing with a situation my CFI friend threw at me while pretending to be ATC. It was a legit request.

The FD isn’t an issue, I can ignore that. If I like hat it is suggesting, I will couple it up.

I have been to two of his Avidyne classes. I asked him once about a situation I ran into and all he said was “don’t do that” not very helpful….

It is not disbelief, it is just a lot to learn. I already know how to fly a missed approach, now I need to learn how the autopilot works and make sure it does what I expect it to do. That sounds like a lot more work than just doing what I’ve been doing for the last 40 years.

I hate to say it, but I think some of these avionics packages should require a type rating.

I would not press that button until I had the plane configured for climb and all trimmed out. That thing would scare me.

Sometimes hen it is real cold, moisture will flash freeze on the plugs and short them out. The heat of compression will often heat the cylinders from cranking. If it just refuses to start, wait about 5 minutes and try again. Besides, the initial cranking will heat the battery, so waiting will also let the heat in the battery work its way through the battery and it will crank harder the second time.