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kortopates last won the day on January 26

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About kortopates

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  • Birthday January 21

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    San Diego, CA
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    M20K 252/Encore

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  1. Removing gear doors will defeat the utility of jacking a single door since you'll need to do a gear retract test when done to ensure it all went back together ok. Sent from my iPhone using Tapatalk
  2. Printing owner checklist

    Under 2 sided copy's their should be a setting on which way to flip - long side or short side from memory. Start there. Sent from my iPhone using Tapatalk

    It's normal and perhaps more an indication that your true gami spread is closer to .5 than .2 i.e. the larger the spread the more easily this happens. But as long as your not getting premature missing its okay. Any missing at 50 LOP or less is premature which of course is an independent issue. Make sure your spreads are as accurate as possible by ensuring your monitor is sampling at its fastest rate or at 1 Hz and that you change mixture very slowly. Also do the test at a WOT Power setting, not more than 65%, so that MAP isn't changing nor being influenced by induction leaks. Doing it slowly with monotonically decreasing or increasing FF is critical to capturing good data. Sent from my iPhone using Tapatalk
  4. I think it’s going to be yes/no answer that your girlfriend won’t like. You see, Mooney’s were designed to carry super models along. I think you’ll find a full sized 5’10” woman is bit tall to sit on your lap and under the ceiling. But find your self a shorter and less than 100lb super model and I bet you’ll do fine! She sounds pretty understanding [emoji846] She'll also want the 3" pedal extensions so enable you to have the seat back that extra 3" too. But tell us your location and find a nearby mid-body. Then I am sure you'll have offers for you and your girlfriend to verify if the "positioning" is to your liking. Be sure to let us know. [emoji846] Sent from my iPhone using Tapatalk
  5. poweroff 180

    Exactly, that’s why I recommend the landing zone markers that are on any IFR runway since they are 1000’ from the threshold and easily identified abeam. Enjoy the training, the CPL is a fun one. Sent from my iPhone using Tapatalk
  6. poweroff 180

    No not really. Recognize though that the ACS will not test you on a 360 power off but only a 180 power and a emergency power off descent to the airport. What I am referring too is the importance of putting these two skills to together to include practicing a power off descent to the airport that ends in a 180 power off landing, with any required 360's done abeam the intended point of landing to loose altitude - but not the 360 commercial power off landing approach that has you doing a pattern like approach starting over the intended point of landing which is unrealistic. So putting it together, the simulated emergency landing begins with gliding to the airport with gear up and prop back while directly aiming for the abeam downwind key position - offset directly from the intended landing position of about 1000' down from the numbers or runways IFR landing zone marks. This is the standard downwind traffic pattern recommend in the FAA handbook as 0.5 to 1 mi and I personally aim for 3/4 nm offset from the runway. A half mile makes for steeper 180, a full mile is getting too far way to make it 800' agl abeam. Once here, gear goes down and prop forward, just like you would practice doing doing 180 power off landings so we don't create a real emergency. Doing the 180 power off portion is real easy, too easy perhaps from 1000'. I suggest learn to do it from at least no more than 800' so you learn to make a constant 180 turn. Then do as many 360's to loose required altitude judging altitude loss per 360 which will be about 1K per 360. Although best glide was used to get to the airport now we can transition to closer to Min sink airspeed to reduce sink rate. Don't need to go all the way to min sink though, as it is very close to stall, but adding 5 kts to normal Vref landing will allow for a nice in control landing and in control. But stall will not be an issue either unless one pulls back on the yoke, since we're not loading the wings but descending at less than 1g. Flaps aren't used till the runway is assured. So in IMO the only reason to keep the gear up and prop back below 1000' agl is if you got the airport in a real emergency without any surplus altitude and thus need to keep the gear up to help you make it to the threshold. But I would never practice this, its leads to many gear up landings with your CFI sitting right next too you So instead I suggest practicing it the safe way and in the dire emergency you'll be prepared.
  7. Rough Price on a TSIO 360 IRAN

    All true, but also consider that since a repair doesn't reset TSMOH, it does nothing to increase resale value. Only a major overhaul does. Therefore putting significant repair $ into a high time engine makes little sense unless you plan to keep it forever and don't care about it's resale value. Sent from my iPhone using Tapatalk
  8. poweroff 180

    The gear is down before the maneuver begins. No need to risk a gear up practicing these. Even in an emergency engine out situation you'll glide to the airport gear up at best glide. At the airport, gear comes down while doing as many 360's above your high point as required. This point is abeam the intended landing point (e.g. instrument landing zone). Then you'll make the final 180 to a landing - all with the gear down. But holding off flaps till the runway is assured. The only time the gear isn't down in the power off landing is the true emergency where you're not yet if you'll make it too the runway and only then it could be last second or never. Anyway, worth practicing for much more than the CPL. Could save your life and pax some day. Sent from my iPhone using Tapatalk
  9. Was this 231 flown enough?

    24 hrs in 9 months should inspire some confidence if all those hours weren't from 9 months ago. You can negotiate some decrease in engine value off the only 631 TSMOH if the calendar time since last overhaul is more closer to twice Continentals recommended 12 years. Just make sure before the Ferry flight that the fuel system is set up properly providing the required FF at redline MAP & RPM so that it doesn't have excessive TIT's at takeoff and in climb. That's the biggest issue we see with first time new owners of these. All it takes is a trip in pattern to assess. Continentals spec on this engine is 23.0-24.7 GPH and really you want it 0.5-1.0 above the high number or 25.2-25.7 at redline MAP which is 40" without an intercooler or about 2.5-3" less with one.
  10. Looking for KS179 Trim Servo 065-0052-04

    The biggest concern about using Bendix King for such repairs is that they'll require any item brought up to the current mod level in addition to any repairs. But some mod updates can be very expensive. Some years ago I sent them a pitch-trim servo that was behind 3 or 4 mods since it was from an '86 and they wanted in $4-5K to repair it largely due one of the mods being several thousand. I eventually went with another salvage unit I found and got satisfactorily bench tested.
  11. Fast is relative

    This Paul @gxrpilot has it exactly right. [emoji3] Sorry guys it has nothing to do with plugs but entirely due to minimizing exposure to red box when at power levels at 65% or higher. The big pull simply avoids going though peak for all the cylinders. This way all but one remain on the be LOP side while only the richest peaks.Hope that clarifies it. Sent from my iPhone using Tapatalk
  12. Engine Monitor fluctuates

    If you have a EDM monitor Chris [mention=9886]Marauder[/mention] and [mention=15119]Skates97[/mention] are spot on. EI is different. But I can’t see your video either and suggest always including in your description what kind of analyzer and if this is a new install with issues or just started having issue. Sent from my iPhone using Tapatalk
  13. L3 ESI 500 question

    Couple additional points, you can set the ESI-500 course independently from what your primary Nav might be set too. I.e. set G500 on Crs 180 and set ESI to something different. This includes Vor and GPS. But for GPS you of course have to be in OBS mode before your can change GPS crs. Also the ESI in Vor mode defaults to the direct course so that you don’t have to find it. Sent from my iPhone using Tapatalk
  14. Door not opening gonna need a can opener

    Your lock is worn out and needs replacing. It’s only going to get worse with time. The worn mechanism is rotating in flight from vibration. You can replace with same cheap Chicago cabinet locks or go with better Medco locks - discussed here in other threads. Sent from my iPhone using Tapatalk
  15. Backup AHRS

    I believe the vacuum based AI is far less reliable than the engine. Plus we've seen all kinds of pilots demonstrate how lethal loosing their AI, either because of a AI failure or a vacuum failure. Its doesn't take low IMC conditions either. It'll be just two years in May since a Bonanza pilot over stressed his airframe leading to an aluminium shower and 3 fatals over NY. The aircraft had descended barely the first thousand or so feet from ~7K before it broke up. Even with the less likely engine out scenario, gliding down to VMC conditions could lead to a decent chance of surviving off field landing. We saw one here successfully on Mooneyspace not long ago - not from IMC but from a pretty low VFR altitude descending for landing at night time no less. Regardless, although our engines are pretty reliable overall, we can't do much about engine redundancy flying singles. But these days the backup options for AI and vacuum failures are plentiful and affordable that it makes very little sense not to have one; especially given the fatal loss of control accident record from their loss.