kortopates

Either morning or just before sunset the winds and turbulence will usually be least and either before or after the TRS buildups. But of course if there is a system moving through it’s more complicated. Sent from my iPhone using Tapatalk

Actually Chicago cabinet locks, but yes common hardware store lock. Sent from my iPhone using Tapatalk

They never repaired them. Just replaced them with new ones. Sent from my iPhone using Tapatalk

I hope i am wrong but this fails the standard part test because it’s a proprietary design with a part # that you can only get from Globe/Allied. Secondly it fails the VARMA test to install because it doesn’t meet their definition of Low Risk since the POH warning that it has be operational for flight - anything required for flight is automatically not low risk by their definition. COTS in general falls under FAA unapproved parts and even OPP rules prohibit installing COTS; in case you were thinking you might call it OPP after adding the shaft holes Assuming Lasar can simply order these that is really the safe legal option. But i am having a hard time believing they have to order a bunch when they have been making single motors as repairs for years before Allied took over. But i haven’t talked to Dan about this. Incidentally those of you that got your motors OH by Globe in years past actually got a brand new motor on exchange from Bobby Eldrige there. Globe didn’t really re-use anything from your old motor but sent you a new one with the FAA paperwork for an Overhaul. A couple possible options to pursue a legal install is to talk to one of your local FSDO inspectors or consult with a DER for approval to install it. Sent from my iPhone using Tapatalk

A mid body would be a better option. I got our K model to fly into Mammoth and get by without a ski tube. Wouldn’t be a fan of flying a carbureted Mooney in mountains during winter. The air filter can be quite a snow attracter; especially with wet snow. Sent from my iPhone using Tapatalk

It’s actually a factory part that has a drain built-in to it at the lowest point. Available through LASAR. Sent from my iPhone using Tapatalk

As an avid skier, we kept an airport car at MMH which eventually moved to BIH due to cost, but with many many trips up the Owens valley i am convinced the strongest turbulence in the country can be found here in the winter time. Many experiences with severe turbulence. Sent from my iPhone using Tapatalk

Checks before the event are irrelevant, you’ll want to check both oil pump sump screen and filter since landing and refer to the lycoming service bulletin for operating on low pressure for further guidance. IIRC there are further checks if oil pressure dropped below 40 psi. Sent from my iPhone using Tapatalk

Have you called JPI Tech Support yet? Sent from my iPhone using Tapatalk

Last time I was there, also several years ago, you had to register with the hotel to use the runway. I avoided starting up and taxing on the dirt/gravel parking area. It seems it’s always blowing there quite strongly, it matters very little because the runway is very steep. Watching the tour planes takeoff showed there was a significant down draft near the bottom of the runway’s departure end with a stiff wind. Well worth the trip especially if you visit during a full moon.

If the oil pressure dropped below the green arc or 55 psi anytime above idle rpm the next steps should be to check oil filter and oil sump pump screen for metal in case you have bigger problems. Does the engine have a Turbo? Sent from my iPhone using Tapatalk

Air isn’t the issue. The problem is as you add weight to the wing it will start to come down from where you started. Which changes the angle of the tank/wing dihedral as it does. It’s not possible to keep the wing from drooping down without using jacks unless you add equal amounts of fuel to both tanks simultaneously. Even then both gears may not react identically to equal amounts of weight. This job really needs jacks. The bubble leveler or preferably a more accurate digital leveler has to level from side to side as well as fore to aft across the fuselage level screws throughout the process. Otherwise your measurements won’t translate to level cruise. Sent from my iPhone using Tapatalk

If your only doing one side at a time, make sure you’re using jacks to keep the wings perfectly level as you add fuel; in addition to keeping the longitudinal axis level as well. All outdoors of course. Sent from my iPhone using Tapatalk

If your only doing one side at a time, make sure you’re using jacks to keep the wings perfectly level as you add fuel; in addition to keeping the longitudinal axis level as well. All outdoors of course. Sent from my iPhone using Tapatalk

As someone that has taught many pilots this maneuver i will say 800’ is very challenging and only possible in light winds with someone that has practiced this maneuver to a point of proficiency. Anyone attempting this on impulse alone is highly unlikely to pull it off for several reasons. It has to be part of the briefed plan before departure and the pilot has to be practiced at doing this in their Mooney. Otherwise the safer outcome is straight ahead or to one side. Since we all know we may not have any good options other than returning to the airport on some departures plus way too often people have died trying it on impulse, I believe that every pilot should learn to do this properly and owe it to their passengers to do the training. Not only is the skill invaluable but it should also reduce if not eliminate trying it on impulse after they’ve trained for it. Sent from my iPhone using Tapatalk