kortopates

It came through a couple weeks ago on Baja Busch. Sent from my iPhone using Tapatalk

I believe they're standard with the fully articulating seats. But those seats were not standard in the early K's, they were extra. They became standard in the 252's and on. One way to get them would be finding some salvage fully articulating seats. They're used in all the longbody's as well.

Its looks like the power line for a heater element. Given the proximity of the thermocouple wire coming out from the cylinder above I'd think a Tannis combination CHT/Heater probe.

I believe the wing is the preferred location is and where my Garmin Magnetometer is installed.

I am not suggesting you need it and understand your self-sufficient, but your assessment of what it provides is pretty far off. Savvy works to diagnose the issue first and does everything possible to avoid sending anyone to a shop away from home. When it is necessary to bring in a shop, Savvy manages the maintenance to do only what is required to get you home which saves our clients $. See https://www.savvyaviation.com/home/savvy-services/savvybreakdown/ for more on the specifics.

Hi David, I certainly didn't mean to imply you needed our help or a BAP subscription. I was commenting more on what I thought was a more surprising use where even Mike has called up one of his peers to just to get a second opinion. I bet you probably have peers you know professionally, just as I have at Savvy, that you could take some comfort in discussing your options with someone not emotionally involved in the outcome and that you trust will give you an unbiased opinion on the safety of flight. That's something even a very knowledgeable mechanic might want to do from time to time to make sure their looking at things clearly. Look forward to seeing your tooling ideas come to fruition.

We'll, I sorta thought the same way, but wish I used it more. Mike even uses it quite a bit, but perhaps not quite the way you might think. We’re all about getting you home to where the proper repair can be done most economically and thoroughly - including by yourself. Sometimes it’s good, when your very emotionally involved, to talk over your diagnosis and plan for getting home in a somewhat crippled bird to make sure you’re not being stupid and missing something. Sometimes a second opinion and a sanity check is a really good idea. Sent from my iPhone using Tapatalk

somewhat an apples to oranges comparison. There are at least 3 entirely different levels of servicing/repairing a cylinder with escalating prices: 1) IRAN - just fix what's broken 2) Overhaul - required replacement parts including new piston, but not to new limits but serviceable limits 3) Overhaul to New limits - with a first time run cylinder should be as good as new and some will argue better than new since a good overhauler will pay more attention to detail in valve lapping and symmetry. The price goes up just like between a G5 to a Aspen to a G500 does. Also OEM new assemblies typically don't include the rocker arms and shafts that have to be added to the cost of a complete cylinder. In some cases you can't even get a NiC cylinder without going the "Overhaul to new limits" route since they are unavailable new.

Everyone in the SOCAL area is welcome to fly-in to Gillespie Field, San Diego, CA (KSEE) to learn about and experience their own Hypoxia symptoms via a PROTE flight. The Portable Reduced Oxygen Training Enclosure (PROTE) simulates the conditions at 25,000' using a gas mixture. You do have to register and sign up for 45 min slot in advance as well as have and bring your FAA Medical or Basic Med - we just got approval to allow Basic Med for PROTE participation. The event is a multi-day event starting Wednesday morning and going through Sunday noon. Each morning through Saturday at 9am we will have a Hypoxia Academic session for 90 minutes and each evening at 5pm their is a Fatigue and Sleep Deprivation session for 60 min; both given by the staff of CAMI. Sunday is limited to PROTE flights only 9am-noon. Each of these is a separate signup and each comes with Wings credits. Here are the 3 FAA SPANS announcements with instructions to sign up: Portable Reduced Oxygen Training Enclosure (PROTE) event: https://www.faasafety.gov/SPANS/event_details.aspx?eid=92648 Hypoxia Classroom Presentation session event: https://www.faasafety.gov/SPANS/event_details.aspx?eid=96581 Fatigue and Sleep Deprivation Impacts on Pilot Performance session event: https://www.faasafety.gov/SPANS/event_details.aspx?eid=96583 (No medical is needed for the two classroom presentations.) You are welcome to fly-in. Its a short walk to the event from transient parking at the Terminal. Sign-up soon to get a slot at your preferred times. See you there, Paul PROTE.pdf

Limited to no time in type with also little to no retract time has a very large impact on rates with retractable gear. The IR can have a significant impact as well but is more tempered by the aircrafts capabilities; at least from my limited experience. For example, its a much bigger deal in a turbo that likes to operate in Class A airspace than it is in a trainer aircraft. How much it will help in your J is a good question for your broker.

Not always but often a loss of EGT (decrease in power/combustion) coupled with an increased CHT (frictional heat).

A sticky exhaust valve is usually very clear in the engine data, especially if you have a TSO'd primary that on at startup - i should be visible the. But a poor compression test, especially <20/80 with leakage past the rings has nothing to do with a sticky valve. These are very different things. Regardless though, the weak compression is real. Since its so low, I would just run it up slowly to normal CHT temperatures on the ramp and re-do the compression test. Being that low, its very unlikely it will come back up. Secondly, you want to see corroborating evidence from the borescope if possible, but if a ring just broke, you will not necessarily see evidence of greater oil consumption or cylinder wall scoring.

You won't be able to see anything on your engine monitor in flight, but if you look at the downloaded data you can often see symmetric EGT pattern. Have you looked at it? doesn't change anything here but perhaps it may have been detectable before your oil change.

No, although CIES can operate in a resistive analog mode they still won't be compatible with the Mooney fuel gauge. Their FAQ page explains what they support (https://ciescorp.net/documentation/frequently-asked-questions/) but they also make mention of some future mods to interface with a OEM gauge such as through a stepper motor - doesn't sound like a CB solution though but its on the same web page.

Very possible, yet I would expect to see a fluctuations in the fuel gauge, yet I haven't seen this specific problem and can't be sure. But the annunciator is still well supported by the OEM who is International Avionics in Texas, you can reach the guy that repairs them (who's name escapes me) at 972-417-2820. I'd bet he can tell you specifically if he thinks this can be caused by a sender issue or not or likely be able to help you isolate it. Incidentally, the CIES senders are about $400 each, (I think I paid $395 but not sure about current pricing), but compare that to the cost for http://www.airpartsoflockhaven.com to overhaul your fuel senders - its not a whole lot cheaper.

Fellow Californian here and my entire premium is a bit under that 1.1%. I suspect you're right about it being non-linear. I seriously doubt someone buying say $50K or less of hull gets the same rate as someone buying over $200K.

Seriously?? Most mooney pilots become very proficient at slowing their Mooney down quite well after several hundred hours. After all, Mooney gear ups happen equally to both the manual gear and electric gear Mooney's virtually every week and often with multiples during the good flying weather. @mike_elliott just made the following comment this morning as well: "...yet maxwell has repaired more gear ups on johnson bar equipped planes. Dont be lulled into thinking it cant happen to you. Very few Johnson bar equipped planes have not been geared up already. " IMO, the reality is we're all but just a timely bad distraction away from a gear up - we're still human, be vigilant!

If that statement is accurate, the issue can't possibly be with your fuel senders. You should know if your fuel senders are working properly by the above observations and if your fuel gauges match what you find sticking the tanks. As Anthony said above, its your annunciator that determines when to light up the low fuel warning based on input from the fuel gauge you can read off your fuel gauge. So if you fuel gauge is not low, the annunciator is the problem. There is a procedure to calibrate your annunciators low fuel warning threshold in the maintenance manual, but what you describe sounds more like an intermittent electrical problem: You don't say, but assuming the fuel gauge did NOT show near empty briefly at the same time, this is really pointing at an intermittent electrical issue that could be in the annunciator or wiring to it. I would begin by reseating the plug in the back of the annunciator. Check the security of the plug connection while re-seating it. I flew with a student once that had to bang the glareshield with his hand every 15 minutes to get an annunciator light to go off because the plug in the back of the annunciator had become too loose over the years.

Yes, I never intended to imply to drop Liability, just Hull coverage. I should have been more clear.

That depends on whether you have one of the modern Mooney annunciators. I don't know what year they started but I can't see my gear down light in daylight if I flp on my nav lights. But I understand you can simply wire this to come on with the master to avoid that problem - or so I have heard. Piper Arrows are even worse. Sent from my iPhone using Tapatalk

Congrats Bob! Your bird is under valued by at least 20%! Sent from my iPhone using Tapatalk

Given a gear up is likely the #1 cause for totaling vintage Mooney’s why not just self insure the hull entirely if you’re okay absorbing a gear up loss? Enjoy 100% discount. Do the math and see how many years of premiums it takes to earn the hull. I am only at about 1% so I’ll keep it. Sent from my iPhone using Tapatalk

The smart decision usually at this point is to go with a modern approved for primary engine monitor rather than spend $ with no return for the old analog gauge. To delay the inevitable, be sure to check eBay and salvage yards. I have the gauge, but don’t think I have the sensor. Make sure you have the right part #, 10V sounds suspiciously like a 231 part # Sent from my iPhone using Tapatalk

You can use the cleaning process, just not the standard glass abrasive that comes with them and commonly used with massive plugs. It will ruin them and can lead to damaging them - in fact it could responsible for the damage done to the above plug. For fine wires we should only use a much larger diameter material such as walnut shell material. https://www.tempestplus.com/Portals/0/PDFs/Sparkplug Cleaning The Right Way 061212.pdf Safe walnut shell abrasive for fine wires: https://aircraft-tool.com/shop/detail.aspx?id=78W&AspxAutoDetectCookieSupport=1

I am of the same opinion as Robert simply because whenever pilots discuss insurance the numbers tossed around are an apples to orange comparison and frankly the discussion loses all relevance to me. You can't compare liability between Joe's plane that carries per person sub-limits compared John's policy that is smooth with twice the coverage. Nor can you compare hull value to someones under insured J model to someone else's over insured fancy J model. You can get better just telling us $'s per 1K of hull value but even that loses meaning when the geographical coverage limits only include US for one policy and someone else's includes Central America to Canada & Caribbean etc. Then the big one, a very large faction of pilots sharing their rate information and can only tell us who their broker is; apparently they don't know who their underwriter is - the real insurance company. Bottom line, from a discussion standpoint, I am much more interested in what is happening in the insurance market overall, such as what Parker has been writing about here. Secondly, all pilots need educating on what our policies cover and don't cover, and who is covered, differences between sub-limits and smooth and on an on. That's the kind of discussion we all have an interest in. But when it comes to rates, I can get the real facts that matter, and have relevance to me, from my broker, not here.