kortopates

Anthony - responses in green text above

The all flights link was a bug, and it should be now fixed for you Anthony, try it again when you can.

I got this email from LASAR today, 10-9, just posting since many of us order parts from them. -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Due to the PG&E power shutoffs for wildfire prevention, LASAR has lost all phone, internet, and computer operations in the hangar/office. We will have limited access to emails (from our cell phones!). All phone messages, P&A requests, and parts orders will be addressed when power gets restored (They are saying up to 5 days). Thank you for your patience during this time. For more information on the power shutoffs in our area, as well as projected times of reenergization (unknown as of now) please visit: https://www.pge.com/en_US/safety/emergency-preparedness/natural-disaster/wildfires/public-safety-power-shutoff-faq.page Thank you, Dustin NcCorchuk Marketing LASAR Inc.

@DXB you have me worried, Please let us know @tgardnerh if you did use the sharing option to get that link? We just rolled out new system last week and still correcting a lot of bugs. Investigating further, the link that is posted is of the type we use for sharing all flights - however when I looked at his data, it is labeled "Private" to me me, which is why I responded like I did. I did a test on another N number and it looked to work correctly, but I'll pass this on as a potential issue to our web guy to investigate further. But it would be helpful to confirm tgardnerh did clickon the sharing option to get that link as I suspect?

And even more in California! But one way around this issue and keeping your max gross weight down is using the dog substitute alternative to children. Your dog, although still important family member that still needs feeding and expensive medical bills from time to time, doesn't require that costly college saving fund, nor the never ending unexpected funds for transportation, clothes etc leaving over a lot of funds to go to toys like your Mooney mistress. And they are so appreciative everytime you take them somewhere in your Mooney! Just say'in...

@tgardnerh The link you posted above is private, you'll need to bring a flight up and click on "Sharing Options" in the bottom right area of any flight, then specify if you want to share that flight only or all flights - that will give you a link you can use to share your data, but otherwise your data is private.

Of course it doesn't mean the Jepp app will always incompatible, just that they have some known issues that are awaiting an update to resolve. Recall a few years ago an IOS update that broke the bluetooth connection to GPS's for just about every iPad E6B app till we got another IOS update. I suspect that's when everybody learned not to upgrade their IOS automatically. The iPadPilot news as been a big help to the pilot community by waiting till they give the green light: https://ipadpilotnews.com/2019/10/ios-update-green-light-program/

I can only offer a datapoint. My 252 being my forever airplane since after all it really is the best airplane ever made by Mooney if efficiency and capability are your priorities; (second only to a Acclaim IMO where efficiency isn't quite a priority). But I've upgraded it to the Encore, have the Aero Comfort interior and a 100K glass panel (G500, with GAD43e, dual GTN's, GTX345, ESI-500 glass backup, EDM-900 w/ CIES fuel senders, Guardian CO monitor and redundant EI RPM & MAP gauges). The only thing left from the factory is the KFC-150 which I am in holding mode on what direction to go. And this is my second major panel upgrade, prior was dual GNS GPS's with GMX200. of course I am not planning on selling, but enjoying it at least another 10+ years. I personally wouldn't finance a plane or upgrades but you can't take it with you! It also helps a lot having a wife that is also a pilot. If its your forever plane, enjoy whatever you can afford.

After re-reading the thread, I would much appreciate a pirep from anyone using the PF X3 system with the Mooney built-in Scott altitude compensating regulator in the flight levels. A battery operated unit that can terminate O2 to all of the crew is to disconcerting for me. Several years ago we read about a Encore pilot that had such an emergency in the flight levels. But the purely mechanical PF X3 unit, that uses separate conservers for each station is much more appealing to me if it works with our system and is as bulletproof as our built-in system. IMO, O2 is not that expensive to trade off reliability to conserve it. I wouldn’t be that concerned in the teens but feel it’s an important consideration in the flight levels. Sent from my iPhone using Tapatalk

I don’t buy that for a second, unless we’re talking about a GA pilot owner doing it illegally without a FAA part 135 operation plan that includes the commercial insurance premiums. Only an existing charter company that is trying to reduce their positioning flight cost with some additional revenue is going to be able to do without personally subsidizing Blackbird profits. Without meeting all the $ requirements of a Part 135 operator such a pilot won’t have a nickel to there name after something goes wrong and they find themselves uninsured and facing charges from the FAA for operating illegally. Read the Blackbird terms and you’ll see they provide nothing and make you entirely responsible for the operation. Sent from my iPhone using Tapatalk

These are usually from leaks in the static pressure line or trapped moisture. Since your backup alt is fine I would first be suspicious of the line between the backup and Aspen. But once the line is opened, technically it needs to be leak checked by a tech. No problem though finding the issue, correcting and then getting it re-checked. But I doubt it has anything to do with the Aspen itself. Sent from my iPhone using Tapatalk

Don't really know, but see CFR 91.411 Sent from my iPhone using Tapatalk

I can only say that even when I do a first time pre-flight with a new transition training client the process typically always takes multiple hours. We’re discussing the various systems as we do it and then go into the cockpit to discuss emergency procedures. It can take a half day. After that I just watch and ask a few questions if warranted. So are you sure the CFI wasn’t doing something similar? My first time 172 training pre-flights take most of an hour, depending on installed equipment. Sent from my iPhone using Tapatalk

So far, all the lockups that I have experienced have been because the manual clutch has not fully released after manually extending the gear. I have been successful by i) unlocking the manual extension lever to fully engage the clutch, ii) pull the handle just the least amount to get it to the side so that you re-engage the lever with the handle still exposed to pull on. next iii) pull on the handle to easily get the clutch to release - its never required a hard pull (if it does, I'd check the lever where the cable attaches too to verify is being pulled all the pack when you lock the lever full down to disengage the clutch). For this to work, you only need to be able to pull the handle while engaged just a little, but if the gear has run fully to the stop I can see not being able to get pull the handle enough to just clear the lever. But suggest trying it, because if you can get the handle clear, this should free it easily. If this does work, I also advise recommend checking the lever cable attachment at the gear for the emergency extension lever to make sure with the cockpit lever locked down that the lever at the gear pulled all the way to release the clutch. Like clarence, I have never seen the gear fully down to the gear box, and I am sure he has seen more than me, so that does have to be really rare. But also keep in mind when the gear is fully extended to the gear down limit switch such that the gear doen bulb comes on, that there should be a minimal clearance of about .070" between black base of the worm gear and the base of the gear housing. Check the manual for the correct spec of required clearance because the .070 is just from my memory (I think there was an actual range specified too). But bottomline, with proper clearance it should never get that close to the gear box so that it can lock from getting that tight, so hopefully that's not your problem. That's an important check when ever adjusting the gear so the min clearance is maintained.

Just like many CFI's I know! (But never myself!) Sent from my iPhone using Tapatalk

If back to the original topic, I can share this from prior discussions with Mike B. The Cape Air failures that resulted in Continental CSB09-11A. It's a service bulletin, not an AD, so it is not an operating limitation, just a suggestion. CSB09-11 arose out of accelerated crankshaft counterweight pin/bushing wear that occurred in the Cessna 402C fleet operated by a Part 212 air carrier called Cape Air. The problems occurred in turbocharged TSIO-520 engines that were operated very far oversquare and with worst-case ROP mixtures. The Cape Air operations were very unusual -- extremely high-cycle ops, very short flights, worst-case leaning procedures. To the best of Mike's knowledge and belief, no similar accelerated counterweight pin/bushing wear has ever been observed in normally aspirated Continental engines, nor in engines operated primarily LOP. The intensity of power pulses (and thus torsional stress on the crankshaft and motion of the counterweights) is greatly reduced during LOP operation. Mike has literally thousands of hours flying TSIO-520 engines LOP at RPMs in the 2100-2200 range and no unusual counterweight pin/bushing wear was observed at teardown.

Thanks Ross for bringing that up, there are quite a few (depicted beow) engine models with a CR 8.7:1; then there are also the HIO-360's with both 8.7:1 & 10:1 CR's

That is Jack! I took the pict Sent from my iPhone using Tapatalk

At the PPP Sent from my iPhone using Tapatalk

Alex refers to Intercooler ducting. That's not exhaust, but the output of the turbo compressor going into intercooler for cooling before the compressed is routed into the cylinders. As such it shouldn't get much above 300F (if that high) on the input side and less by 60-80F on the output side. If it was exhaust that would be a different story.

Ha, ha, not quite, but I see a trip to Mt Everest coming soon to test!..... LOl's I will eventually get to try it out in my bird, but with the Ogden PPP this weekend in UT and then the next couple following weekends with clients its going to be a while before I can get high enough to try it out in our bird - but hopefully before the end of October.

I heard back from Viatom today, a much more promising response, so maybe I'll get a real confirmation in the near future, if so I'll post what they say: ----------------------------------------------------------------------------------------------------------------------------------------- From: marketing@viatomtech.com <marketing@viatomtech.com> Sent: Wednesday, October 2, 2019 7:57 PM To: Paul Kortopates Subject: Re: Re: New message via your website, from Kortopates Dear Paul, We don't make test under this circumstance before, could you please allow us to carefully analyze it and get back to you with the answer? Your kind understanding is highly appreciated. Viatom support team marketing@viatomtech.com

I am confused. What are the flat rate repair cost and the upgrade cost? Sent from my iPhone using Tapatalk

Absolutely impossible, all I can say is you have no clue what my wife is like!! Sent from my iPhone using Tapatalk

So I tried contacting Viatom customer service yesterday to ask about the altitude limits. The rather ambiguous first response is below, I have not yet gotten a response on the follow-up email. --------------------------------------------------------------------------- From: Paul Kortopates Sent: Tuesday, October 1, 2019 5:26 PM To: marketing@viatomtech.com Subject: Re: New message via your website, from Kortopates Most aircraft are pressurized to only 8,000 ft, to be clear I am asking specifically about upto 25,000 ft (unpressurized) or for example on top of Mt Everest? Is that okay too? Thanks for your prompt response! Paul From: marketing@viatomtech.com <marketing@viatomtech.com> Sent: Tuesday, October 1, 2019 5:17:20 PM To: Paul Kortopates Subject: Re: New message via your website, from Kortopates Dear Paul, Thank you for choosing SleepO2. SleepO2 can be used on aircraft, just wear it on the thumb or index finger to make it fit well. For any further assistance please feel free to let us know. Viatom support team marketing@viatomtech.com From: no-reply Date: 2019-10-02 07:55 To: marketing Subject: New message via your website, from Kortopates@hotmail.com