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kortopates last won the day on June 27

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About kortopates

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    Won't Leave!
  • Birthday January 21

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    San Diego, CA
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    M20K 252/Encore

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  1. Congratulations on getting it back down safely! But please do elaborate. I assume it wasn't a really a long runway to allow landing straight ahead if you needed to make a steep turn, but every turn in the pattern is ~90 degrees so that doesn't explain much either unless you were able to make a 90 turn to land on a perpendicular runway. Pardon my confusion......
  2. #1 - push for best glide speed. Quickly though or you're dead from the stall spin! If VMC: #2 - you're not going back to the runway, but look for a place more or less straight ahead to put it down, preferably still in the wind. #3 - with landing spot picked, slow down to landing speed, only gear down IMO if you have reasonable room to rollout to a stop. If IMC and and don't expect much time to get configured once below ceiling, slow down to min sink speed and be ready for impact when you do break out.
  3. These days I’d seriously look at Rod Machado’s course. Hasn’t been out that long but looks like it’s filled with great animations to help explain concepts. Sent from my iPhone using Tapatalk
  4. ^ +1. The ATS one is the one to have. Sent from my iPhone using Tapatalk
  5. I thought the airframe looked like a 231 rather than 252. All the new work looks beautiful! Inquiring minds are curious as to how you were able to get approval to install the MB in a 231 airframe? Thought those STCs were no longer. Are you sure the 231 upper cowling was essentially the same as the 252? I thought they were different in how high they went up - but not really sure. Sent from my iPhone using Tapatalk
  6. Type Certificate 2A3 - short for referring you to the TCDS for all the details. I'd check there because I'd bet the limitation is only for takeoff as mentioned above. Sent from my iPhone using Tapatalk
  7. Yep, you're right. When it has essentially only CHT and EGT I'll tend to assume the first generation 700 series even though I said 730. Sorry. So hopefully all you need is to have someone wire your FF transducer into your monitor, it'll support both displays. you don't even need to buy a new transducer. Sent from my iPhone using Tapatalk
  8. You should have a Hoskins FF read out in the far right of the cockpit. Be aware you can wire that in parallel to your EDM. But rather than upgrade the 730, I'd just use the 830 color display upgrade through Spruce for about 1K after you return you core 730 display. Then you can truly easily add more sensors. But without even FF, the pre-cambrian era monitor is pretty worthless. The 830 needs a bit more panel space to accommodate than the 730 but oh so worth it. Eli's suggestion for APU is great one. But, I'd get that battery minder first; unless you plan or expect to replace the present battery any time soon anyway. And also be aware you can buy a 24V 20 AMP power supply on Ebay really cheap and then buy the aviation connector and wire from Spruce and make one for probably less than half the cost of a new one. I think I had ~$150 into mine. The Power supply to get a small computer rack mountable power supply and they work great, you can precisely set the voltage to the same output as your voltage regulator output - not that you have too.
  9. And what a beautiful location for an Eagle too! Out of curiosity, what is your Eagles useful load?
  10. You didn't mention you would have other partner owners? The LLC only provides liability protection when another partner owner is flying it and is involved in a mishap. It doesn't provide any protection when you're flying it. Also different states charge different fees, for example Calif charges $800 a year for an LLC. But if your the only LLC member/owner, its just an added annual expense. I don't know about business expenses though since my plane is purely a toy. Like some others have mentioned I'd only want FI as well. And once you've tasted turbo performance, I don't know many that could ever go back to NA. But that's me. IMO the buying decision is much easier than what the detailed spreadsheet with pivot tables we often see implies. [emoji6] Simply decide how much you're willing to devote to your annual flying budget per year. IMO you need to be comfortable with at least $20K. The acquisition cost won't even factor into it after the first year (unless perhaps financing it).
  11. Its exactly the same ES engine with altitude compensating fuel pump, but a much smarter operator! So I really doubt it.
  12. As Skip stated above, it's mounted behind the far right quarter panel with all the CB. The whole thing pulls out about 4-5", not a lot but enough. Besides being secured from the front it's also secured with hardware from below and the outside fuselage - don't really recommend tackling this till you look at the documentation in the service manual that provides all the details of what you need to know. Sent from my iPhone using Tapatalk
  13. Agreed, as I am sure your aware there is a 2200' peak just 4 nm to the north. But the plane only got 1 nm to the north before it literally fell out of the sky where the terrain was only ~300''. There was an eye witness that actually corrected the pilot on the radio when he announced he was holding at RWY 29 for IFR release, saying it was RWY 11 and the pilot acknowledged that: "Petaluma traffic, Mooney departing Runway 29"; the witness then transmitted "Runway 11" to which the pilot replied, "Thank you. I appreciate the help." He observed the airplane depart runway 11 and climb to an altitude about 300 ft above ground level before initiating a shallow left turn and disappearing into the fog. Unfortunately, the witness's radio transmission didn't stop the pilot from changing his plan and then knowingly depart from RWY 11 apparently without knowledge of the ODP. Following the ODP for RWY 11 would have been easier for his IMC departure as well. But the pilot didn't follow either ODP. Both ODPs called for climbing to 1500' before making any turns. If the pilot truly turned left at only 300' AGL that too was contrary to the standard IFR departure with no turns till 400' agl off the departure end - as everyone is aware. But we probably can't assume the eye witness was that accurate about his estimate of 300' AGL and give him the benefit of the doubt on that one. But departing into low IMC or at night without following the ODP is a deadly mistake in the mountainous terrain of the west we see sadly repeated over and over again out here.
  14. Recall this thread back from April 2018, when IFR pilot took off from Petaluma, CA in IFR conditions and came down a mile from the airport. We now have the NTSB factual report out here https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20180407X35303&AKey=1&RType=Final&IType=FA Although the pilot made some mistakes, including telling ATC he was going to depart RWY 29, but was holding at RWY 11 and then departed RWY 11 after getting his release and void time. Pilot didn't fly the ODP and instead climbed to about 300' before turning left and climbing into the fog (per witness). But apparently what brought the plane down was water in the fuel, not CFIT and the plane came down at a very steep angle burying the engine in 3' of mud. Investigators found approx a 50-50 mixture of water and fuel in the fuel divider. They also provided a picture of the left fuel cap showing cracking in the outer o-ring. No mention was made of the inner o-rings but did mention the right cap was thermally damaged (post crash fire). More about the water from the report: "Another witness reported that the accident airplane landed at O69 around 1645 the day before the accident and taxied to the fuel island. He stated that he helped the pilot obtain fuel, observed him sump the airplane's fuel tanks after refueling, and instructed him where to park for the evening. He stated that the accident pilot queried a FedEx pilot on the appropriate instrument departure procedure for runway 29...." So we know the pilot was observed sumping the tanks after refueling the day before departure, but we don't really know if he sumped the tanks again before departure after the plane had been out in the rain. But if he had, he probably would have found the water in the fuel since it brought the plane down very quickly after departure. However, the NTSB doesn't assign a cause to the accident - its only a "Factual" report. There is no greater risk of water in the fuel than after our plane has been sitting on the ramp in the rain.
  15. This sure looks like the outboard sump drain on the Monroy tanks, you can see the two rivets that secure the fitting on the inside. Also the Mooney OAT is much smaller, on an inspection panel and on the left wing - this looks like the Right wings unless the image is reversed.