kortopates

Since the fall/winter of 2008 I believe - almost 11 years.

I can easily imagine Mooney pilots bypassing it once they realized all runways where dirt or gravel in addition to not being controlled. But a very attractive thing about the field is its surrounded by mostly open space; at least compared to the other options. My guess is he felt he had the altitude to be able to make one of the other larger paved and controlled fields; but why GEU or DVT I wonder except these are pretty instantaneous decisions. But one very positive thing you can say about going down in the city, unlike in some open space area, is that someone was right there to lend assistance when things did go terribly wrong on landing (hitting the light pole). Just hoping he pulls through okay and big thank you to the amazing Mr Hunnicut for pulling him from the burning wreckage in time.

Looks like a non-waas unit. If it doesn't clear up on its own, you know what you gotta do. Does working perfectly mean you can switch between VLOC and GPS mode without any trouble? Sent from my iPhone using Tapatalk

The difference is after a recent run, the oil pressure will come up pretty much instantaneously. Contrast that to starting it up after it been sitting for several weeks or longer and the oil has back drained to the sump sufficiently that even the oil pump has drained. You'll be running for several second at least at idle rpm before the oil pressure come up to safe levels. Add in the risk of poor start with high engine RPM at startup and not only is excessive un-needed wear a concern but risk of real damage from high rpm without oil pressure. This is so easily avoided by turning the engine over without the plugs which anyone can do or even better if you or your maintainer has access, using a pre-oiler. The later is a bit invasive as one has to be careful to re-attach the oil hoses and properly torque the connections but it avoids all engine revolutions without oil pressure.

Sorry, beefier landing gear is a misnomer. The IPC shows this. WRT the gear, the difference is in the spindles/axles and brake/gear doors. And the spindles are actually identical except for a beefier torque plate for the double puck calipers to mount to. Also the the earlier Bravos came with single puck brakes, even with the higher max gross weight. Later before the Encore came out, Bravo's went to a double puck brake with a retrofit kit - later that Mooney drawing made for the Bravo was also made available for the 252 to convert to double puck brake system and used for the Encores. There is similar rumor to a change in the tubular cockpit frame with the 252 which made the 252 eligible for the gross weight increase but not the earlier 231 airframe - don't know if there is any truth to that one either.

I realize and understand, but that was more of a comparison between airframes with different empty weights than the added weight from the Encore conversion which is very small. Sent from my iPhone using Tapatalk

The net gain in useful load is nearly all of the 230 lbs, double puck calipers, thicker rotors etc only weigh a couple pounds more, heavier control weights only weigh ounces more. I can’t recall exactly to the pound, but I got within just a few pounds of all of that 230 lb gain. That’s absurd to suggest the brakes weight 100 lbs! The heaviest component of all is the spindles, but the only mod is for the beefier torque plate for the brakes. So their difference in weight was negligible. It’s a very worthwhile mod and highly coveted. It brought my 252 to nearly a 1120 lb useful load! Sent from my iPhone using Tapatalk

Although I feel for the pilots loved ones left behind, what a total waste. @HXG said it much better, both angry and sad.

It seems like most of us all began with a commercial solution like the Checkmate card since they offered an immediate solution. But its essential to have a very good understanding of your emergency checklist. Just having them at your disposal, or even pulling out the POH in an emergency isn't going to cut if if you haven't spent considerable time really learning to understand what they do and why. For example, the Continental has 2 fuel pumps for entirely different purposes. We really need to understand what they're for. One of important ways to learn this is going through the POH and creating your own Emergency checklist as Larry @Larrynimmo did - its really the only way to go. Turbo's are far more complicated than the NA engines and thus a Turbo pilot has a much greater responsibility to understand the different failure modes and many more procedures that come into play with a more complicated engine and the additional challenges that come with flying in the flight levels. Make the time to produce your own checklist, from the POH, in a form that you understand them and can put them to immediate use when the time comes. Its also just as critical that we all understand the different failure modes of the equipment avionics that we fly so we know for example what will and won't affect the autopilot. We all owe it to the precious cargo we carry with us at times.

Jewell is a fine choice, and whom Mike B used on one of his engines. But since you mentioned leaving out Mags, be aware that Major Overhaul is legally defined term by the FAA that to count as a Major Overhaul, and thus reset TSMO to 0 in your logs, that we are required to overhaul or replace everything that the manufacturer requires per their documentation. Thus you are likely required to overhaul if not replace the mags. An IRAN of mags doesn't count since its not an overhaul that follows its own parts replacement list. If that's important to you, since its affects resale value, be sure to discuss with whomever does your work exactly what kind of return to service paperwork you'll be getting: IRAN vs Major Overhaul on your engine. An IRAN won't reset the clock on TSMO. Here is an excerpt from TCM M-0 Appendix C-2 that covers mandatory replacement parts: At engine overhaul the starter, starter adapter, alternator, magnetos, and engine fuel system must be replaced with New, Factory Rebuilt, or FAA approved overhauled units. On turbocharged engines, the turbocharger, wastegate, all controllers, bypass valve and exhaust system must be replaced with new, factory rebuilt or FAA approved overhauled units. All engine baffles must be repaired or replaced and all flexible baffle seals replaced.

Yep, Sunday and today look like mostly overcast days for logging IMC. Be my pleasure next time you're down.

Indeed, we were being vectored on from the south and then I heard him call out traffic to a much faster mover to the north. Then when I heard him tell you to alter heading for the traffic I recognized your voice and checked the full call sign on my Ads-b traffic and sure enough it was you. Approach asked us to keep our speed up for you. I checked again and you had 60 kts on us! Meanwhile I am telling my client he just has to keep our speed up till CIDRU, then slow to normal approach speed. We were in a J model - no match for the fire breathing 310HP Ovation on our tail! Meanwhile my client did an excellent job on the approach till we went missed into the IMC layer for our next one at Oceanside. Sent from my iPhone using Tapatalk

The ACR PLB's is what I use and recommend. I use this model, the 400 with integrated strobe light: https://express.google.com/u/0/product/3043364091155050282_7600232609211953833_6114026?utm_source=google_shopping&utm_medium=tu_cu&utm_content=eid-lsjeuxoeqt%2Ceid-wuakzuqbuq&gtim=CNaK68mR_PHTYxC0tInThevS5hIYsL-DjwEiA1VTRCiQtavoBTDqlfUC&utm_campaign=6114026&gclid=Cj0KCQjwrpLoBRD_ARIsAJd0BIU6a_LNmSr6Xt-OggSA4zV_275G7jRxLZJz0VSXmzD5J4Tua6N1iRUaAp2TEALw_wcB There are other similar models that include messaging festures; like a SPOT. I personally have no interest in that. But keep in mind these are not a substitute for a 406 onboard that will activate on it's own and you can flip the switch to activate while gliding to an off airport landing. These of course are dependent on you being concious and able to activate it. Sent from my iPhone using Tapatalk

My K uses metal clips. I am skeptical that plastic would be strong enough for the armrest. But let us know if you try them. And I wonder if your broken ones are plastic, if that could be why? Sent from my iPhone using Tapatalk

Bummer! So sorry... Sent from my iPhone using Tapatalk

Without knowing any details, let me just say I really felt bad for you reading that. That’s terribly bad luck and even if you didn’t incur extra expenses as a result I imagine it would add significant delay after already being down for some time. [emoji853] Sent from my iPhone using Tapatalk

Unique only for a Mooney, but it’s virtually a Cirrus SR-20 engine - thus very common these days. Sent from my iPhone using Tapatalk

If so, time to find another maintainer that has your best interest in mind. Mike has done a great webinar on this very topic available. Google "Deciding when to overhaul" by Mike - available on the EAA videos site. Sent from my iPhone using Tapatalk

Exactly, but you don't have to not use the pre-oiler. I don't know where it's plumbed in but would guess a galley port on the side or past the oil pump. Thus it won't effect your start up oil pressure, just move some oil through the engine. You won't see more than 0 till the engine is turning over with the starter or right after it starts up. Look for how high it comes up too before it comes down. With the Phoenix heat it won't be as dramatic as a cold morning start with thick oil that thins at operating temp. You'll probably have to download the data to really see the details after the event. Set up a free account on Savvyanalysis if you haven't yet and then fly our Savvy Test profile and start learning how to use your new monitor! Sent from my iPhone using Tapatalk

Maybe it's time to overhaul or maybe it's not. But I surely wouldn't overhaul just because of a couple bad cylinders. If everything else is fine, I.e. it's not making metal, Pull the cylinders for repair or replacement first and get a good view of the bottom end, cam, lifters etc. Without more than cylinder issues there shouldn't be a pressing need to overhaul. Sent from my iPhone using Tapatalk

First, I am sure the oil pressure is reading correctly given its installed where the OEM sensor was previously installed. It's more likely you may just be discovering now that your oil pressure may be near the lower limit for cruise - which is probably 60 psi (but check your POH limitations section). There isn't a calibration for the sensor but the engines oil pressure regulator is adjustable by your A&P. Another thing that may be effecting this is oil temp. As temp goes up oil pressure declines. So if it got hot taxing around and doing run-ups, that is going to bring down your pressure as well. But remember green arc is for cruise, yellow is only for low RPM idle. Lastly, since the 900 is wired to the main buss, it'll be on before you start the engine and you can see your cold oil pressure at startup which should be higher. Sent from my iPhone using Tapatalk

No Its not true, but you do have to follow the guidelines of the AC 91-75 attached below which also requires you have to slip/skid indicator/ball mounted with your backup Attitude indicator which of course has to be powered by a different source such as electric if your primary if vacuum. But you are golden if you meet the requirements given in the AC. And you should know how to accurately set up for standard rate turn using bank and airspeed which is as simple as establishing a bank angle of 15% of your true airspeed in knots. But rather than try to compute 15% in your head, I teach take 10% and then add 1/2 of the 10% for the least brain power solution. (I find us instrument pilots have very little brain power left after using most of it to just fly level and straight!) So if your doing 100 knots, its 10 + 5 = 15%. Doing 120 knots, its 12 + 6 = 18% If you do the math its very accurate approximation. Heck, here is the math for next example at 140 kts verifying the expected 14+7= 21 degrees bank: 2.99/sec =DEGREES(9.8 *TAN(21*3.14/180)/72) Result is 2.99 or 3 deg/sec which equals standard rate based on: 9.8 = g (gravity) 21 is bank angle in degree then converted to radians by * pi/180 72 is 72 m/sec = 140 kts. IMO the precise instrument pilot uses the attitude indicator to setup a standard rate turn and then uses glances at TC, or these days the glass rate of turn indicator, to keep it at standard rate while turning - rather than somewhat hunting for the proper rate with just the TC. But that's not something expected of a instrument student. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC91-75.pdf

Dev @DXB was right on target. Its possible your EGT probe connection is beginning to fail where the wires come out of the probe - they break down here over time. But its more likely its just a loose connection since your symptom initially is only occurring on the ground at idle when things are shaking a bit more. So check that first as well as look for any chaffed wires in the harness as it goes back to the firewall. But most likely the connection between the probe and harness is just loose, so try that first.

The reasons for keeping it primarily is for long x-countries, greater than 200 no. Remember with Ads-b you only get text weather, metars and TAFs within the immediate couple hundred miles and the high resolution NEXRAD is limited to that same region. The national composite nexrad isn’t a high resolution product. But with XM you get all the textual weather and larger than full CONUS high resolution NEXRAD, which now is selectable between base and composite reflectivity. There are a few others pluses but main advantages come down to how far away your destination is and the benefit of always being able to see your departure weather ahead of you before you depart and watch your destination wx and everything in between. Although at my home base I pick up at least 1 if not 2 ground stations while still on the ground.) Sent from my iPhone using Tapatalk

I believe RPM is correct on the Primary units, although not necessarily the Non-primary units. Although I am not 100% certain, I know on the certified Primary units, TACH time begins when RPM goes from 0 to 1000 rpm (factory default setting) to activate it and I believe Hobbs time is also activated at the same time. But Non-primary units, which are wired into the Avionics buss I assume are activated when powered up which 99% of the time is after engine start. By then EGTs will be higher. For purposes of logging flight time, any Garmin (and I assume Avidyne) GPS makes this trivial. Just set the one of the timers to activate at "power on" and note the time just before shutdown. That's going to be within a minute of the traditional Hobbs meter that vast majority of us used for both logging and paying for aircraft rental time which was activated by oil pressure in most rental aircraft. Using tach time, or the equivalent Mooney hour meter, intended for maintenance tracking, is robbing yourself of total time. By about an average of 0.2 for each flight in my a/c.