kortopates

It should be in your Mooney electrical schematic for your serial number in your Bravo service manual. Start there. Sent from my iPhone using Tapatalk

I can't say for all airframes, but every model I've seen has the aux pump right in front of the gascolator, quite a ways back from the firewall below the pilot. But very true, I would expect high wing aircraft to not have any problems. But makes me wonder why the Archer passed while the Mooney didn't and if more firesleeve usage forward of the firewall could have gotten it to pass. We know of a 90 degree fuel fitting on the firewall that is a source of vapor lock on the IO-360's on some of the Vintage airframes which firesleeve fixes.

Approach plates that far away and out of immediate scan wouldn't work for me. But an iPad Mini on the yoke works great. Plus both seats are usually occupied with 2 pilots. Sent from my iPhone using Tapatalk

Urs above is correct, O-360 is approved, but the Mooney airframe flunked due to vapor lock issues. Approval required both engine and airframe to pass. Sent from my iPhone using Tapatalk

The Mooney airframe flunked. Doesn't help us much in the US since ethanol free gas is at least rare if not unobtainable. Sent from my iPhone using Tapatalk

agreed, but shipping charges aren't even a factor, but what is that US certified aircraft, the FAA Product manufacturing approval processes apply regardless of where its made and thus Mooney would have to work with the FAA to get approval to manufacture parts elsewhere. I am sure those cost at the small quantities Mooney needs would make such a move a non-starter.

Agreed! its suppose to bundled/secured every few inches per the AC43.13 guidance - no excuse for that.

My K never had static wicks and I have never had any p-static in the radios or any noise for that matter. I got rid of the most susceptible radio - the ADF when I got the plane. Although some airframes may need them, mine has been in all kinds of weather at all altitudes with never any static issues.

Its only something that even gets considered when you re-do the entire panel and thus almost everything is re-wired to new equipment. But this is not the norm. Many owners visit their avionics shop to add a box at one time and then another later on and the shop will quote you the best rate they can unless you ask them to clean up/remove old wiring etc. They're going to wire up your new box as easily as they can. Look at all the threads here on MS that ask how much will it cost me to install this or that they're asking how cheaply can that new box be installed. Typically, panels that are built one box at time end up with spaghetti mess of wiring behind the panel from being patched together for each new box rather than getting fresh clean wrapped wiring assemblies like those that your plane had when it left the factory and also as typically done when a complete new panel is installed.

He'll have to clean your exhaust system and inspect (measure thickness etc) to decide which areas need replacement - essentially charges for material and by the weld. He's got to see it to give you an accurate estimate. It will come back looking like new.

Yes, but this involves changing the registered ICAO address to the PIA assigned address in addition to the call sign which isn't quite so easy. For Angel flights you are only changing the call sign. Not sure since I've never done it, but I'd expect it would require going into set up/configure mode. Although likely doable, not something the pilot is suppose to do.

I don't have the slightest concern for privacy of my use of NAS even if I am a major celebrity with millions watching my every step I am certainly not willing to pay for it either. Although the PIA program doesn't mention fees , I am sure it will eventually when its " transitioned to the third-party service provider " that I am sure will be making its profit off the fees of its program participants. But I am sure some people will be appreciate the opportunity to keep their flights private. The other downsides: - After you apply, you have to do the ADS/B test flight to show its working properly with your new call sign participation in the PIA program is limited to 1090 equipped aircraft - leaving out UAT equipped (but they can use anonymous mode but only flying without a flight plan and without ATC services) - its only valid for domestic flights, thus when leaving US airspace you have to reprogram your 1090 transponder back to your real call sign (N number) & ICAO address, then after you return back in US airspace you can go back to your PIA assigned info. I am sure there will be many takers, but I am not interested

Ugly is right, Doesn't look like the plane has seen any love in many decades. The owner didn't even clean off the bird poop for the pictures -- really? I am guessing the owner didn't have it insured since they're selling it now. That's not going to get a ferry permit as is though, but it shouldn't take much work to get a permit if the spar is really okay. Hopefully someone will pick it, do the sheet metal repairs and give it some needed love.

^ +++10 Clinton of Custom Aircraft Parts is local to me and I have been using him for years. You can't beat the quality of his work anywhere and his prices are reasonable. The only drawback is he gave up his FAA Repair Station license status years ago and thus you won't get FAA paperwork back. We lost of a couple of local ones that were also doing experimental or other work when the FAA started a policy of telling shops serving more than certified aircraft customers (e.g. experimental or any other work like automotive electrical) that they had to physically separate the premises used between any other work and their FAA work. I don't know of any that could afford to do that and keep their FAA repair station status. But like Cliff said above, it just takes a willing A&P to sign it off; which generally also means an A&P not working at a repair station since their policies will preclude subletting to non-approved vendors.

Younger than I thought. Some updates can be done in the field, but some can not. You'll have to check with JPI.

I wish I had some better advice but yours is the only one I have heard of - but now that you mention it I have seen negative ground speed before - so it probably was this same issue. Did JPI say if your unit needed to be returned for the firmware update? I assume the unit is at least 4-5 years old? There were a lot of updates early on to fix many issues. But having to pull it to send it in and a update $ fee is major disincentive. Sent from my iPhone using Tapatalk

I see hundreds of JPI 900/930's working fine at the 1 sec data resolution - its what we recommend to all our clients. Something is wrong or not right and I would recommend contacting JPI technical support to get this fixed.

Congratulations! But In what model and what did you come from? Sent from my iPhone using Tapatalk

Not that this will help you with your issue, but The JPI factory default is every 6 sec - 10x a min. Most of the 700 series will go as fast as every 2 sec (some really old ones will not) 800 series and up will support every sec which is what I would recommend for a more useful finer data resolution.

That is so awesome!!! I wish we all experienced this more! Now you have even more incentive to get your CFI and become proficient in flying from the right seat!

Indeed it does and the Kings have done a lot to help with this for us all to emulate. Definitely, one needs to divide the responsibilities between Pilot Flying (PF) and Pilot Non-Flying (PNF). Perhaps you don't have to go as far as Martha and John, but I gotta say it's kind of nice when my PNF spouse addressed me as Captain when she let me know I was getting off altitude (yeah, you also have to learn to communicate so one doesn't come across negatively by sounding like "idiot, your a 100' low or high! - fix it!" - Actually better etiquette is not to even say your high or low but something like "One-Six Thousand two hundred and climbing or diverging" when you both know what the assigned altitude is) It's a bit more challenging for a husband wife to fly with the same professionalism as two unmarried pilots but so so worth the effort and rewarding when it works out.

Yes, we know JPI has its own clock to record it's time series, but we don't know if the JPI synch its time to Garmin clock which we need to synch up the time series. If it does we could combine the two by keeping the intersection of time values (since they could be sampling at different data rates) which would yield a densely populated matrix. But for the most part, we already get most of this out of the JPI time series in the later models that has been interfaced to the Garmin since the JPI will include the GPS ground speed, location and altitude. But I believe your original point of interest here was actually for Garmin to get the JPI data so it could be included in the Garmin flight log data. That would take a bit of work for both JPI to provide it in a JPI-Garmin protocol (JPI currently only provides ranging info output (FF and fuel remaining) and for Garmin to integrate it. But short of that, my real point is that as long as JPI synch's it clock to garmin's clock, any third party person could integrate the two data sets into one combined set. Its on our features wish list to do some of this at Savvy by showing your location on Map while you scroll through the Savvy graphs of engine analyzer data so you can see exactly where you where when the engine was doing something or vice versa. Hopefully someday eventually.

Although the wife's input is a critical part of the solution, in my experience as an instructor and having met many wives the sad thing is the majority lost interest early on. But it's not the plane that turns off the spouse but their pilot husband's flying. Pushing them on long flights to "save time" such that the experience becomes uncomfortable and no longer fun, flying in significant turbulence which is way beyond their comfort level, and giving your spouse the impression that you may have a stronger case of get-there-its rather than their safety and enjoyment as your #1 priority. Especially early on, a pilot has to limit their choice of flying conditions and durations to keep it fun and enjoyable for the inexperienced non-pilot spouse or pretty soon the spouse won't be going. I am not convinced the the cockpit amenities have much to do with it till you've at least kept them interested enough to graduate to long distance flying. But I also understand the point about the spouse as a stake-holder partner wanting to have their requirements taken seriously, and that may include a parachute because of the perceived safety enhancements. Don't argue with their needs but embrace them and above all keep it fun for them. You may get real lucky as I did and watch your partner become an instrument rated pilot that is as enthusiastic about traveling in the plane as you are with the big win-win: two pilots up front can be much safer than one!

I know they get position, altitude, groundspeed and distance to next waypoint or destination (depending on protocol selected) but didn't know about time. If so, then a third party developers (or anyone) can write software to combine datasets using the common time series to synch - not hard. Sent from my iPhone using Tapatalk

Good thoughts. All we really need is for the Garmin navigator to pass current time, with position etc. to the JPI for recording its time series and then Garmin data and JPI data could be easily combined by any third part app. Sent from my iPhone using Tapatalk