kortopates

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kortopates last won the day on March 9

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About kortopates

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    Won't Leave!
  • Birthday January 21

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

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  1. Unless you are being vectored to final you must fly the Procedure Turn as depicted. The holding pattern at the VOR is for the missed approach. Sent from my iPhone using Tapatalk
  2. Hi Paul,

    I was hoping I could pick your brain a bit.

    I have a 231 with a TSIO-360GB3(1756hr TT) and it developed a fuel leak at the engine driven fuel pump.  Looks like ~$1200 to rebuild from LyCon.  I can send the entire fuel system to Aircraft Accessories for a OH price of `$2000 and they can upgrade to LB fuel system for that price.  I was planning on changing to a LB at the OH but it looks like this might be a better time to do the conversion.  If you remember I worked at Victor in the 90s and set a ton of fuel flows. 

    Seems strange that a larger airflow opening in the throttle body can help the engine run cooler((Dt -20T CHT) from Ed don't know his last name author of Test Pilot Flying the M20K 231)

    The fuel flow set up is interesting, 

    Unmetered high (GB 45.0-49.0  -  LB 34.0-38.0)

    Metered Nozzle pressure (GB 16.7-19.3  -  LB 14.7 - 16.7)

    but the fuel in gal hr stays (23.0 - 24.7).  That must mean that the nozzles changed to a bigger orifice and that's why the lower unmetered/ metered fuel pressure.  Is that the way you see it? 

    My question:

    Have you flown behind both GB and LB?  Does the LB run cooler?

    Do you know the specifics of the conversion, is the change only the fuel system?

    How do I deal with the signoff?  Does a repair station need to sigh off the GB to LB conversion?

    Thanks for your help

    Jim

  3. Did you check with KS Avionics? http://www.ksavionics.com/products/catalog_ksa_probes.php Sent from my iPhone using Tapatalk
  4. I preflight my KFC-150 AP before every flight per the AFMS and I hear the tone with every pre-flight test. That includes the multiple beeps (4-5) in tandem with the flashing light on the computer and then the tone flashes when disconnecting with the disconnect yoke button. It has always beeped when it disconnects uncommanded with the trim light flashing as well.
  5. For a normal or short landing, I always use full flaps. x-winds landings only about 1/2 because of added descent rate from slipping. (Of course formation flying landings are a special case and not "normal".) But generally the goal is always land as slow as possible with full flaps. But with any student having a hard time landing we'll use partial flaps initially since its far easier to flare with partial flaps and that can help a transitioning pilot get the feel of it easier. But we won't stop there, its an intermediate solution IMO, and we'll continue till we can master full flap landings.
  6. Autopilots are listed after selecting M20J & AFM Supplements -- all the ones I listed above are there for downloading for the M20J Finally remembered, Frank Crawford is the guy responsible for all documentation at Mooney (all Technical Resources), he's at fcrawford@mooney.com
  7. They have many autopilots - KFC-150 and Century 41, KAS-297 but unfortunately they surprisingly are missing your KFC-200. Try emailing Stacey Ellis at support@mooney.com. They have a person that is in charge of documentation whose name escapes me, but Stacey can forward to him is necessary. Anyway they probably have a digital copy of it.
  8. All the factory provided AFMS are available on the Mooney.com website under support under your model number. You should be able to find it and download digital copy to update your POH.
  9. Yes, 13.7 is the multiplier for 7.5:1 pistons, and 210 HP. Good for all K’s except the 220 HP Encore. Sent from my iPhone using Tapatalk
  10. its a static line for altitude hold. Highly encourage you to send it to someone other than BK for bench checking and repair. BK can't even fix it without bringing it up to the latest Mod level which could be prohibitively expensive depending on what level yours is at. There are several with repair capability for the unit - thus many options. Talk to your local avionics shop for recommendations since they'll likely be re-installing it.
  11. Independent of any AP, he’ll still need a GMU 11 for his G5 providing heading info, i.e. HSI mode. Sent from my iPhone using Tapatalk
  12. For what it’s worth the FAA post card is sent out 3 months in advance. So even if it takes an extra week or two to get forwarded to your new address you should still get it in plenty of time. I had my new one within 10 days of doing the online update. Sent from my iPhone using Tapatalk
  13. It took me literally 3 min to renew my registration online with the FAA and it seemed it was in my mail box in record time of under 10 days. Although the service is NOT a scam, as I have no reason to believe they don’t renew your registration for you. But I certainly agree only naive owners will use them and probably at LESS convenience, greater delay and certainly at more expense! Sent from my iPhone using Tapatalk
  14. On a unmodified 231, the critical altitude is only 15,700' DA. A Merlyn raises that substantially and is the main benefit of adding the Merlyn - its still a manual wastegate, but now pneumatically controlled versus a real automatic controller like the modern hydraulically controlled wastegate in the 252.The intercooler doesn't affect critical altitude but it sure improves high altitude performance by lowering induction air which could otherwise reduce power available in the flight levels. The 252 airframe was cleaned up, especially in the cowling and is faster than the 231 - by 10 knots if you believe the POHs. The critical altitude of the -MB engine in the 252 and 262 conversions is 23K. Service ceilings are FL240 for the 231 and FL280 for the 252 as @gsxrpilot pilot
  15. additionally, while looking at the video, its pretty evident the pilot had no clue about operating off a soft field. In taxing we can see the elevator was neutral. At take off the wing cuts out the view much of the time but we can see enough that there wasn't much back pressure on the elevator. That sure isn't helping. The plane might have been saved right there.