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kortopates last won the day on December 7

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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. Fluctuating EGTs (IO550)

    You should be able to get much better gami spreads. 0.8-1.0 isn't even believable. Truth is getting good gami spreads is not easy till you get some practice and set up your engine monitor. I suggest you read our Savvy Test profile instructions and do some testing http://content.savvyanalysis.com/static/pdf/SavvyAnalysisFlightTestProfiles.pdf But what @Txbyker Russ said about data sampling rate is your first priority. Before you can collect good data you'll need to set your monitors data sampling rate to its fastest rate, preferably in the 1-2 sec range, or the fastest it will support upto 1 sec rate. If you are truly not getting better than about 1 GPH there is something else wrong. The IO-550's do pretty well, some need gami's but its not the norm yet many will benefit by them. Looking at your EGT spread though, if you haven't has the injectors cleaned in awhile I'd suggest cleaning them to see if that can bring in the lean outliers 6, 2 & 1 in closer. I see what you mean about 4, its not the cause of your large spread, but we don't yet know where it will fall when the probe issue is fixed, but I'd guess on the rich side.
  2. Logbooks and Insurance

    What they cover is pretty well spelled out so I would review the policy with that in mind. But doubt you’ll find anything to address lost airplane logs and for sure your pilot log book is not covered. Sent from my iPhone using Tapatalk
  3. Fluctuating EGTs (IO550)

    You won't be able to get an accurate gami spread until you correct the EGT5 problem. If the fluctuations are uncorroborated by CHT4 I would be checking the EGT4 probe connection - make sure it's secure and tight. I wouldn't conclude an injector issue yet without CHT corroboration. Sent from my iPhone using Tapatalk
  4. Clearly they are only for un-enclosed light installations. It doesn't look like their imbedded antenna design is at all compatible with enclosed lights but they could be working on something to support them - but this isn't it. Pretty cool though for a lot of planes. Sent from my iPhone using Tapatalk
  5. CNX 80

    The new GTN750 does in one box that does all that your old combo did. You also can consider the Avidyne as well. Finally understand why you are having the issue. If your seat is full forward you really need the 3" rudder pedal extensions. That will get you further back so you can see the panel better. I'd do that first before making any panel changes since that should fix the main issue you're having now. These can be ordered through your favorite MSC and are not expensive. You really don't want anything in the far right that you are trying to read - it's too far away to be useful. Sent from my iPhone using Tapatalk
  6. For the 310HP, the -G is configured as a -N, so you're going by the -N. I thought I explained that above but it doesn't show in Tapatalk. Sent from my iPhone using Tapatalk
  7. Time for a new Mag

    Exactly! When Mag teeth break off the ozoned out wheel (as opposed from maintenance) they seem to break most often right at startup and shutdown. So I prefer to check after every shutdown/startup, regardless if I just did a LOP Mag check before landing. Although in this scenario you'll most likely have a dead mag and should be real obvious. many things can happen including fouling a single plug from a rich descent which won't be quite so obvious.
  8. KMYF Smoke and other info?

    Enjoy your flight!
  9. I posted it above 3 post up, but for some reason only the bottom portion was visible till I just edited it above. The table shows a high number of 27.3 GPH and suggest targeting for 1 GPH higher or 28.3 GPH.
  10. KMYF Smoke and other info?

    Perhaps the most scenic and spectacular tour around here is the 500' Class B transition around Linbergh on the coast called the Bay Tour. Its not documented anywhere officially but it begins just a couple miles north of Crystal Pier (on the sectional) where you call up SAN Tower (Lindbergh) and ask for the coastal transition at 500. Once they clear you into the Bravo, they will hand you off to North Island tower pretty quickly (so have your radios setup beforehand). When you contact North Island, just tell them you would like to do the bay tour. They will usually have you check in when rounding Point Loma, then you just fly dead center at 800' over the bay. A little before the bridge, they will ask your intentions (if you want to keep going south to Brown, turn around in south bay, etc). That's is very quick summary. There are some videos of this on youtube covering more of the details. Here is an example by one our own Mooneyspace mooney's @StinkBug If the Bay Tour sounds a bit too complicated for what you want I would recommend the VFR corridor over Lindbergh and then over the Bay along downtown. But this higher at 3500' southbound and 4500' northbound but is well documented on the San Diego TAC and doesn't require all the radio work, instead it uses special freq of 126.050 to talk to other corridor traffic. You could takeoff from MYF, climb to 3500 and go south and either make a 180 down south and come back north the same way at 4500' or you could drop to stay above 3000' but below 3500' and transition over Brown Field (above their Delta) and then up along the east side of San Miguel (below the Bravo ceiling of 3500'). Call MYF Tower abeam San Miguel for landing and then make a left for landing when exiting the Class B at the Cotton Woods gold course and aim right of Mt Helix back to MYF. That will make a loop out of the tour. Lastly the easiest of all low level coastline tours would be from Mt Soledad (VPSMS) up the coast line at 1500' below the bravo 1800' ceiling up to Del Mar or as far as you would like to go. But watch out for CRQ's delta along the coastline that goes to 2800' if you don't talk to them. But you can also get flight following for this off MYF with SOCAL on 119.6 (ask for it before departure with MYF ground to make it easiest for you).
  11. Time for a new Mag

    Bendix makes a pressurized version of big tractor style S-1200 called the S-1250. Its used on some turbo's that like the 252 are certified to FL280, and RAM for example uses it on their Cessna 421 engine. As you bring it up, those larger tractor style mags are far more durable and reliable. But the problem is the vast majority if not all Turbo engine where the mags are installed on the back on the accessory case along with the TCM starter adapter that you couldn't possibly fit a pair of the larger footprint mags there. The space is just too tight. You are are left with small footprint mags by either Slick or Bendix. And really size seems to be everything, once you get into the smaller footprint sizes, the mags need a lot more maintenance regardless of whom makes them. But pressurized turbo mags flown IMC really need to be opened annually (or every 100 hrs) since the mag filter isn't at all 100% effective in keeping the mag dry.
  12. Time for a new Mag

    My experience is the pressurized mag needs to be opened up every year; especially when operating through moisture (e.g., IMC and rain etc). The 500 hr IRAN must also be done every 5 years if not sooner and the magneto filter needs to get changed with every 500 hr inspection - if it doesn't show signs of contamination earlier. RAM's PMA's filter is better and more affordable than Continentals one too. Pressurized mags operate in a much harsher environment unlike the large footprint normally aspirated mags (like the Bendix S1200) that have been known to go to TBO without every being opened up. I'd be surprised if the other mag is much better looking inside.
  13. SID 97-3 has been incorporated in CMI M-0 manual now. Mooney's M20-107 is for the original M20S & R's (240 and 280HP) and is not applicable to the 310HP variant. The 310HP is based on the G being setup as a IO-550-N and uses the IO-550-N numbers shown above. The table above is from the current CMI M-O manual dated July 2017 As @MIm20c suggest, its certainly important to talk to the shop to discuss your desire to set it up to the high number (rather than just in the range), such as by plus 1 GPH. I wouldn't set it up higher till it was shown to be really warranted.
  14. CNX 80

    Never seen the MX20 not above the GPS. I personally much prefer it that way and flew like that with a pair of GNS430W’s below the MX20 which became a GMX200. You might be a rare breed to reverse it. Sent from my iPhone using Tapatalk
  15. CNX 80

    Hard to follow what your asking for the final panel arrangement. Are you saying you have both a CNX 80 (also later known as GNS480) and a GNS430 below the CNX 80 and you want to move the GNS 430 above the MX20 and keep the CNX 80 below the MX 20? I started with a MX20 and CNX80 years ago, then went with a MX20 and dual GNS430Ws and the MX20 became a GMX200, but I always kept the GPS's below the MFD which was always preferable and I've seen many installations done that way with MFD at top directly blow an audio panel. Never with GPS above the MX20. To fit the Audio panel, GMX200, and dual GNS430W in the center stack, I did have to move the annunciator and autopilot to the right but with the 1980 K you wont have AP controls in the center stack but below on the console. Now its a GTN750 & 650 (w/ integrated GMA340) with the autopilot back in the center stack at bottom. Are you allowing room for connectors and cables in the rear as well?