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kortopates

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About kortopates

  • Birthday January 21

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    San Diego, CA
  • Reg #
    252AV
  • Model
    M20K 252/Encore

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  1. no, not at all. they reduce long range tank’s capacity only. Sent from my iPhone using Tapatalk
  2. Was the default descent angle or angle you set, sufficient enough to not need a TOD to commence till a minute out from when you where trying to activate it? If for example your descent angle was set to 3 degrees but in order to get down to the lower altitude required 4.5 degrees from where you were, the VNAV will not activate. If these conditions are not met, you'll not see a TOD timer on the VNAV page to indicate its going to work. An another example its not hard to set up a descent where the needed TOD is actually behind you based on the descent angle which will prevent it from activating. Perhaps a simpler way to demonstrate this is to set up a VNAV direct descent to a waypoint or offset from airport to come down to traffic pattern altitude. Set it up well in advance and you should see it all come together with the TOD countdown, and TOD fix in space shown on the MAP etc. While the TOD timer is counting down, you'll see VNAV in white (Armed) on the G5, then turn Green (active) once the descent starts.
  3. I used to think gear down on a solid flat surface was a good strategy. I changed that long ago to only if there is sufficient distance to roll out safely after seeing many aircraft make the perfect landing only to hit something before they could get slowed down. If the impact didn’t get them often the fire and explosion did. So now I am convinced a wheels up landing can greatly improve one’s chances getting slowed down enough to avoid lethal impact when the rollout isn't clear or very limited. Unfortunately, there is little we can do with a low wing aircraft to avoid clipping a wing and going sideways other than try to get slowed down before it happens or avoiding roads with traffic in the first place. In this case hard to know if a gear up landing would have made enough difference to help, since the pole came up real fast. In hindsight, seems like landing in one of the nearby fields would have given more room to safely decelerate. Of course we’ve all seen pilots pull off landing on a freeway on the news without any damage and want to optimistically try to replicate that rather than pick a guaranteed damaging crash site. But we need to be realistic about sacrificing the plane to protect our butts. Speaking of back injuries, we do have control over the speed we make contact with the ground but easier said than done when trying to set it down between moving vehicles or ducking under over head wires and the like. Sent from my iPhone using Tapatalk
  4. Isopropyl Alcohol is approved by Mooney for this purpose. PRIST/EGME is not recommended since its not good for the fuel system. This is covered in most later POH's Limitations section with upto 3% which is way more than ever needed. A small amount goes a long ways in absorbing any left over water.
  5. Live ATC KPIA, indicates pilot and tower where in contact. About 6 min after pilot had checked in with tower, the pilot announced engine out with an estimated 10 gal remaining. ATC suggested hiway below when pilot said he couldn’t make airport. don’t know yet what altitude this started at but descent rate was in excess of 180 kts till 2400’ and then near Vg from 2000’ down. If it’s possible to correlate flight aware track time to Live ATC recording, it’s suggest engine out was reported at 27min in, which puts it about 2400’ when aircraft slowed down and only about 3 min from end of flight. i am assuming it hit something near the ground to cause 2 fatals. very sad loss. Sent from my iPhone using Tapatalk
  6. The K, L and other long bodies have a bigger elevator - all using the K elevator board. Sent from my iPhone using Tapatalk
  7. Not really extra but for different models Sent from my iPhone using Tapatalk
  8. agreed, the Mooneyspace title is uninformative as well. here is a better news article with video clip: https://ktla.com/news/local-news/small-plane-crashes-on-91-freeway-in-corona-chp/ Hard to say but I really doubt a Mooney would have folded it’s wing so easily coming down on the pickup. On the other hand, shedding a wing might have helped since it enabled the plane to rollout rather than cartwheel. But burning crashes are common on the freeway landings with low wing aircraft - those wings are vulnerable to collision with the dividers and other vehicles; especially with lots of traffic like this pilot found. Sent from my iPhone using Tapatalk
  9. You don't include your location, but here is one repair station that specialized in instrument work with very reasonable prices. Once you have a part # they can give you an estimate to IRAN it. http://www.instrumentoverhaul.com/
  10. Now is your opportunity to replace it with an affordable Garmin G5. There are nicer more expensive options but I couldn't see putting a gyro back in; especially if your an instrument pilot.
  11. So I assume your dumping the FP-5 fuel computer to add FF to the UBG-16 along with RPM & MAP. You can't have too many probes so I'd want to add the carb air temp and OAT to the UBG-16 at the same time your doing UBG-16 install. I'd also be looking at oil temp and pressure if not yet there. You'll have a choice between a CHT piggyback or adapter probe versus a spark plug probe; be sure to go with the piggyback style since its the more accurate non-standard probe.
  12. Me too and I think you're right, as Don @DonMuncy said above every J & K is that way and it started before, so if your '70 M20C has the current style visor mounting I'd bet it started at some year by at least '70 on short bodies. I was just in an earlier F the other day and didn't think to check but from I what I recall it had them also. So if John's @M20F-1968 didn't have them in '68 they must have started using them very soon after that to see them in a '70 C; certainly before the J's & K's debuted.
  13. If you don’t fill it yourself all bets are off as to what you are measuring. Sent from my iPhone using Tapatalk
  14. agree and agree with Gus above that technology can make a huge improvement. But mere reminder to check gear at 50’ or by any other means isn’t going to be useful. Human factors are such that we’ll tune that out in short order. The check gear message has got to be tied into gear circuit so it’s message changes based on gear Status. My P2 Audio Advisory system only says to check gear when it’s not down and just calls out the airspeed(85 knots) when it is down. That way hearing “check gear” doesn’t loose its meaning and usefulness. Sounds like the future LHS system that connects to the gear system circuit will do much the same but not the present system. Those that believe checklist and the like will always save them don’t yet appreciate how distractions can screw things up. But insurance rates clearly aren’t an incentive. You’d think though that if pilots realized how likely they would become uninsurable for flying a Mooney (or any retract) after a gear up in the present insurance climate that that would be sufficient motivation to understand it can happen to anyone. As an instructor, i am seeing pilots refused renewal after a gear up. That will last for a few years putting the pilot in Insurance Hell. Personally i think that’s quite motivating as I would hate to be forced to go back to training wheels due to a gear up! Sent from my iPhone using Tapatalk
  15. Agreed, the throttle distance is proportional to the altitude or ambient atmospheric pressure. It just really isn't possible to explain how to set optimum WOT in Carb'd C/G model in cruise without writing a paragraph to explain objective and technique.
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