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Urs_Wildermuth last won the day on November 20 2015

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About Urs_Wildermuth

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  • Birthday 12/27/1962

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    M20C, 1965
  1. Mooney M20K down in Switzerland

    For many that is the pet excuse. I used it for a while but it's pretty lame. In the end, many of us simply do not have the time to do this hobby the way it should be and don't have the nerve to call it quits. So maybe we need more regulation on this, not less, such as 100 hrs p.a. minimum time or re-examinations and maybe we need to stop people from flying into the mountaineous areas with special use airspace unless they are really qualified. But even then, 2 of the pilots who crashed in the alps recently were proficient enough and still crash.
  2. Mooney M20K down in Switzerland

    Possibly, even though the crash site was fully VMC at the time of the accident. It is going to be investigated by the Swiss SUST, their NTSB. Not sure how to call this. In the last 10 minutes they most probably were flying in turbulent conditions but there should have been time and space to turn around. I have flown in that area and with the weather and turbulence there was, my primary question is, why did they try to go at all. It was quite clear that a VFR flight through the alps was impossible that day, and if they had not even watched the weather, listening to the news should have done it... in the morning of that day, a Swiss Military PC7 crashed in similar circumstances a few miles west of there. Now if a turboprop trainer with the best pilots of the country in terms of navigation abilities in the alps can't do it, then certainly not a private pilot with a 200 hp Mooney Frankly, the Swiss alps are one of the most dangerous areas to fly in Europe and need respect and great care. This year alone this is the 4th accident with people killed in about 3 months time. It is more than obvious that a lot of pilots are NOT qualified to fly there and the question remains if for the future, more strict regulation is needed to protect these people from themselves. I hate myself saying that but the figures show that mountain flying is something that most PPL's in Europe are not qualified for. It may well have to do with the fact that most PPL's fly way to few, some less than 10 hours per year due to high cost and time constraints. In any case, the current series of accidents are almost asking for something to be done.
  3. Mooney M20K down in Switzerland

    Paul, the registration is known by now, it was D-EPPW. Hope it's not one of your customers. PIC is said to have been 64 years of age, pax 79. As for the conditions, there is a webcam image which shows the impact zone at the time. It would suggest that the place was VFR indeed, however the planes last altitude recorded was higher. This place is at roughly 6000 ft while the last altitude was 7500 ft. There are several questions open to this. A) why did they depart Donaueschingen when they knew their destination was closing at their departure time? Further, the Swiss general Aviation forecast for the area was declaring the Alps closed with most of the passes and VFR routes across being below minima. I looked at the situation today at work and there was no way they could have crossed the Alps further on. Earlier the same day, a Swiss Airforce PC7 was lost in the morning in central Switzerland in an apparent CFIT. The Alps are a very dangerous zone to fly in if there is cloud and there are too many who underestimate them.
  4. Mooney M20K down in Switzerland

    Crashed yesterday on a flight from Donaueschingen towards Albenga near the resort of Braunwald, canton Glarus in Switzerland. News report in German with pictures 2 on board, on pilot (64) and one pax, both perished. What went on is unclear. They departed in the evening from Donaueschingen direction Albenga and crashed half an hour after departure after apparently sending a distress message. The weather in the Alps was bad with cloud and turbulence, however a picture of the crash site taken by a webcam at the time shows the area in VMC with a cloud cover above it. General Aviation Forecast showed all alpine crossings to be closed for VFR due to low cloud over the passes. The destination was closed already at the time of the crash, so one wonders why they still tried to go there.
  5. Ceiling level of a 77' 201

    I've had my M20C / Powerflow up at 17500 ft... albeit at a day which had 20° C over ISA, so DA was close to 22'000 ft.
  6. First repairs needed

    No, I am bloody glad it's not something expensive which is broken! Being a stupid owner comes cheap in this instance.
  7. M20 C Engine Start problems

    Yea! Never had such problems with the C150 I used to own....
  8. M20 C Engine Start problems

    Hello James, with that I merely meant that the engine has not run that day. The massive problems usually only are present at the first start up, consequent start ups during the day work better, but still not good. As an example: Last week one of my pilots did our standard procedure, pumping 7 times, waiting 30 seconds and then engage the starter. The engine turns fine, then fired once or twice, when he disengaged the starter it stopped. He then had to try 4 more times until it did start and he had to pump the throttle vigorously in order to get it to fire. He then flew to a nearby field, where the engine started on the first try, but still with a lot of pumping of the throttle. Thanks for this procedure. Will try it asap. As far as I remember, I have never ever seen a drop in pressure when pumping the throttle. So you are saying the fuel pressure should drop or not? I am confused now: If the fuel pressure drops with pumping, is the accelerator pump broken? Or the other way around? Well, ok, if I can get the thing to start next week, I'll look at that too. i am not counting my chickens anymore before the engine runs. So far, I've had to go home 3 times as it simply refused to start. From what I read here, it definitly looks like there is something wrong with the accelerator pump, the engine appears not to get enough fuel. I'll have that and the shower of sparks checked next week. I would think, from what you guys posted, this is a high probability that it's one of the two.
  9. M20 C Engine Start problems

    1-2 strokes won't do anything and never did. We always needed 6-7 cold and 3-4 warm. So I'd say there is a pre-existing problem somewhere. Will do, thanks.
  10. M20 C Engine Start problems

    Yes I do. I think so. It could well be that we have an intermittent fault as not everybody has had it. I'll definitly investigate in this direction. I believe Skytec. Need to check. A new starter was installed at overhaul 300 hrs ago. Just read the troubleshooting guide, none of the problems. The starter turns the prop just fine. Both at engine overhaul in 2011, 300 hrs ago. I don't know if it's possible that the magneto timing needs service, but I'll ask that question. I will check if the plugs got replaced at last annual or cleaned. Normally they do that. The last time they found the spark plugs contaminated or faulty, I was told. This annual went through without any issues at all, just very basic annual (the first of it's kind in 8 years of ownership where there was no issues found). The very irritating thing is that it apparently does not happen to all of us, just to me and one more pilot. This starts to massively impact my confidence in the airplane and in myself. Why can two other people start this plane on first try every time and the other guy and me have problems every time? What the hell are we doing wrong if we do everything exactly as they do? One of them even filmed his start up and he does everything the same way we've done it for years and the darn thing starts right up.
  11. M20 C Engine Start problems

    popping here and there is what a good description is of what it's doing. Thanks smwash02. I'll be glad to hear more opinions and will take what I can learn here to my maintenance.
  12. M20 C Engine Start problems

    It does have the shower of sparks. I wonder if the switch is bad indeed or intermittent. Would explain why some people have this problem and others don't. Could also mean that when maintenance checks it, it won't do the evil deed.... nothing as frustrating than an intermittent fault. The mags have 300 hrs since a full overhaul. Once the engine is running, they work perfectly, mag check is good (it was not before we got them overhauled). From my experience as well as what the other pilots who have the problem said, it was always once that the engine had properly fired, it runs very well. It's to get it to fire the first time, which is the problem. It also feels like there is not enough fuel to get it to fire or it runs out of fuel after that burst of firing I've been describing. The question is, what do you do next? You give 6-8 pushes on the throttle, it doesn't fire. So how many do you do now? Why does it start if you pump vigorously? Is that an indication of too few fuel available to start? Yes. No idea how they tested it but it had the annual and they knew about this and checked all they know to check. Same maintenance organisation has had this plane for over 20 years and know it well. They are as puzzled as we are. One of their people had it happen to him pre-annual, after the annual it started fine, so they assumed that whatever they had done had fixed it, but it re-occurred. Right, thanks for the tip. I'll have that looked at. Engine has around 300 hrs since overhaul (2011), with around 50 hrs flown p.a. since.
  13. Hello all, I'd like to pick your brains on a problem which has been driving me slightly miffed in recent weeks. I own my C model since 2009 and since then, usually start up was never a problem at all. Our procedure as set was always the same: - Electrical fuel pump on, till pressure shows, then off. - Priming 6-8 times with the throttle (cold engine) or 2-4 times (warm engine) - Engage starter and the engine would run. Since this year, start up has become a real pain. I've had to leave the airplane two times unable to start it, had to request mechanic assistance (ext power) twice more and I keep getting feedbacks from the other pilots. The engine turns, most of the time fires shortly but when you disengage the starter,it stops. In subsequent tries,it either never ever fires again or again just once or twice. What we found is that during the start up one has to pump vigorously with the throttle, which sometimes leads to a start. 2nd and 3rd start after the engine has run is unproblematic, even though even then pumping the throttle is required. In two unsucessfull attempts, the engine definitly was drowned, with fuel leaking on the front tyre. Two of the pilots report they have NO problems at all and think we are too stupid simply. Well, it's possible,but we follow the exactly same procedure (one of them filmed it) and have no success. As I said, the previous years we never had any problem whatsoever. Maintenance has looked at it and found nothing wrong, even though they also were unable to start the engine at least once. They report, plugs and magnetoes are fine, carburettor as well. My feel is the engine does not get enough fuel the first start, then finding a good mix for starting in following attempts is difficult. Any idea on where to start looking would be appreciated. We have a major problem with this, as our airport has departure slots and we can't afford dicking around with the engine for hours every time we want to go flying. I also feel this is not how a standard O360 A1D should behave. Thanks a lot.
  14. M20 C uncommanded gear extension

    Well, we have not had a reoccurrance in now some time so I suppose it must have been bad operation by the pilots involved. That is me and one other guy.
  15. I've had the powerflow system on my Mooney C ever since I bought the plane and I would not want to be without one. Basically that is why. My C will do 150 kts at 6500 ft with 2500RPM/25". I understand that this is quite high for a C and has to do with the powerflow exhaust. The previous owner who installed it wrote that he would need 1" less MP to achieve the performance wanted.