kortopates

Wow, sorry to hear the problem returned soon after we last flew without issue. It has to be an electrical issue and more likely to be isolated to the circuits used for retraction instead of extension. Unfortunately the Maintenance manual isn't that helpful given the symptoms, so one really needs to pull out the schematic for your serial number and trace through the schematic for when the retraction circuit is energized or with the gear up switch in position starting with the airspeed pressure switch and work forward from there. But the time to do it is right after the gear fails to retract. But given the solendoids were just replaced, unless one has failed (infant mortality), one of the big suspects is the airspeed pressure switch. But the big data point against this is that we never saw the red bypass light illuminate nor did pressing the bypass button enable the gear retraction circuit to energize (at least not when we flew together) suggesting something downstream is at fault. But one really needs to look at the schematic in detail to trace the circuit to be certain - hopefully when it still won't retract. If all of sudden it works fine on jacks its going to be tough one to figure out but sometimes wiggling wires and connectors reveals a bad connection. Given the circumstances I'd probably want to get it up to LASAR sooner than later. But given the distance required to fly with the gear down, it makes trying out the other nearby MSC, Foothills at Upland, very appealing since they should also be very familiar with the gear electrics as well. Hope you get resolution soon!

Cliffy, you can buy a used hangar for penny’s on the dollar at SMO as long as it’s removed from there - which is perfect for you except for the long haul to Page. But a phone call to them should give you an idea if they have anything that would be of interest to you. Sorry I don’t recall exactly who to call, but someone here will probably know. Sent from my iPhone using Tapatalk

Peter, The AK450 Ameri-King is ELT with the AD against it. Unfortunately the short answer is no because all the 406's where certified with a specific antenna that must be used with their ELT's. Secondly they all specify a limited angle off the vertical that they must be installed at and our dorsal fin exceeds that. However, I talked to the owner at ACK and he told me that doesn't mean it won't work at a greater angle and pointed out he knew of experimental guys that were installing it below the fuselage at the tail and it still work fine. He was just stressing he didn't test it beyond those angles for certification and you would be on your own to verify it was still good if exceeding that angle. Mooney got away with this by testing an alternate antenna that did fit in the dorsal fin, for an early Airtex (I recall) and provided a SB that gave us authority to install it accordingly with the different antenna. But that was an early and very expensive 406 ELT that did not provide a GPS input. There are some other threads here with some people that did install the antenna in the dorsal fin - don't recall how they got approval to do so. I'd suggest searching for those for further details.

One witness account from the comments section of Kathryn Report -- but one problem with it is that the witness says about 2pm yet the plane crash was reported to be a6 4:36pm which makes you wonder if it was even the same plane. Robert Bock said... I seen them doing what appeared to be barrel rolls and engine stalls at approximately 2 PM. I reside in the Happy Creek subdivision of Middleway, Jefferson County, West Virginia. Friday, October 25, 2019 at 10:54:00 AM EDT

Google mooneyspace 406 ELT for many previous discussions on this. I personally went with the ACK 406. Both that and the Artex for ~$529 support an optional GPS interface from your panel mounted GPS which most of us find essential. I would check battery replacement cost and shipping charges (some require hazardous shipping fees). Airtex is made by ACR which is a big plus but they were a little late to the market. ACK is a few $ cheaper. Install is pretty similar with all of these, expect you'll probably have to pull a new wires for the cockpit switch anyway (usually shielded) as well as for your GPS position interface. Anyway I wouldn't be upset about them pulling support for these. You're overdue anyway. Plus if you carry precious cargo away from urban airspace like many of us, you really want the better insurance anyway. Sent from my iPhone using Tapatalk

I suspect it wasn't so much a stall spin but collision with the high power lines almost directly above that you can see in the video and that Nick refers to above. Perhap they were maneuvering to the very nearby private airport 61VA. I wondered if it could be an instructional flight but I see the Captain's CFI expired some 35+ years ago, so probably not. But if indeed it was a collision with the power lines, something had them flying very low and the best I could come up with is the very close by private airport. Perhaps the preliminary will tell us. Wonder if the power lines have the large orange balls on them like they do out west? I couldn't tell from the satellite view.

Not exactly, but Sandman's advice posted right before Clarence's about 5 post's up that begins with "Find an accomplished, knowledgeable Mooney guy to help you ....." But Clarence would would definitely qualify as that knowledgeable Mooney guy to help!

And good advice it was! Sent from my iPhone using Tapatalk

Anthony, in addition to spreading your knowledge here, thanks for being Mooneyspacers diplomat!

^^ Great reality check @Vance Harral !!

Agreed!! I asked my mistress what she thought about this, she says no friggin way - she isn't into yellow showers and to zipp it while in her care. Plus she says she doesn't want the speed penalty of such an unsightly piercing on her belly Who am I to disrespect her? Sent from my iPhone using Tapatalk

Yep (probably) the only way to go with an immersion suit on too - but that's a planned long range flight with the needed foresight to set up for it. But for the unexpected occasional use I don't think you can beat the little chemical odorless packets like the above Rest Stop.

I think you misunderstand, your policy only covers "you" as long as your CFI has appropriate experience in make and model - under the open pilot. But without being a named insured the CFI is not protected from your insurance company should they chose to subrogate against your CFI.

Condolences to the family. So devastating after such a hard battle for Mark. very sad...

Personally, this third alternative makes much more sense to me I carry them, but only use them in the very rare occasion when a bathroom stop just isn't practical.

Depends on what kind of speed brakes you have. Sent from my iPhone using Tapatalk

Mike, it's probably just the required normal CDI calibration that's required after re-installing if your referring to when its in GPS mode and the self test at startup is off. Your Garmin dealer should have re-configured it with your prior settings when it was pulled to properly interface with other equipment and then done the CDI calibration. The CDI calibration is done from a page in setup mode. I recall you set the CDI to 150 degrees and then calibrate. It takes all of 1 minute to do. Sent from my iPhone using Tapatalk

Oh, I misread 33 for 330 - my bad. Thanks Sent from my iPhone using Tapatalk

Curious where you found room to fit the 330-ES in your G1000 panel? Sent from my iPhone using Tapatalk

really only one - the GTX-345R. It will integrate with the g1000 with WAAS as well.

Stick to doing it on jacks rather than in the air. Sure it should work fine, but we've seen enough failures in the air leading to unavoidable gear up's like the incident mentioned above that we no longer do these in the air at the MAPA PPP's for this reason.

Indeed, the "my-flights" is a shared flights, I got thrown off because your flight still showed "private". And we did have a sharing bug that Anthony alerted me too which got fixed last night. Plus I didn't notice at first you had posted 2 different links, one for all flights liek the one above and one for just the high CHT flight. Thanks for confirming! Due to the bug, I wasn't quite sure. But when I realized it was a "my-flights" link I realized that's the only way to get it - via the sharing option.

Its as simple as this, in a forward slip which you use to descend and slow down, your "GROUND TRACK" is still Forward or straight to your destination - not off to the side (even though nose is pointing to side). In a Side slip, your "Ground track" is moving to one side, into the wind when used for landing in a cross wind. The Forward slip is typically much more cross controlled, perhaps all the way to the stops. Where as the Side slip is only done to the amount necessary to match the cross wind component. But don't fret, aerodynamically they are equivalent. The difference is in the eyes of the observer, but just think of your "ground track" rather than where the nose is pointing and we'll all be on the same reference system with regard to semantics.

Just to clarify, the hazard is not just winds, but the extremely dry air that accompanies the wind. The air is dried out from coming from the hot dessert and is then further dried out as it is pushed up over the mountains and then gets hotter and hotter as it compresses coming down hill to the coast. In a true Santa Ana condition the temps are highest the closer you get to the the beach (opposite of our normal onshore flow pattern). Those very dry winds dry out the local vegetation, chaparral and grasses which was already very dry after a hot summer with little if any rain. Then we have the prime conditions to allow any ignition source including winds blowing power lines to quickly start a fast moving inferno of a fire. This past winter with significantly more than average rain triggered a greater than average amount of brush growth this past year which is another big concern for us this fire season.

Its an interesting issue and one I don't have any qualifications to say right or wrong. But I know a few here have gone through the STC and PMA process and have a better understanding of what's involved to get FAA approval. But I do understand Guy's argument, which I believe amounts to that he is merely supplying the raw materials for the owner or mechanics to install. Taking an example, his baffling kits, where he saves the owner/mechanic time in sourcing the baffling material and supplies as well as pre-cutting the baffling segments. Does the baffling material turn into a unapproved part once he cuts it to match an old one without obtaining an STC and PMA? The FAA apparently believes so yet Guy thinks not. But I believe Guy can also provide specially formed ducting which appears much harder to justify as merely pre-cut raw materials. The forming of the ends of the ducting is much more involved that just cutting it so here I get where the FAA is coming from. That said he provides a real need or value to the plane owners, so I hope this doesn't shut him down and he finds an economically feasible way to stay in business and meet the FAA's requirements.