kortopates

additionally, while looking at the video, its pretty evident the pilot had no clue about operating off a soft field. In taxing we can see the elevator was neutral. At take off the wing cuts out the view much of the time but we can see enough that there wasn't much back pressure on the elevator. That sure isn't helping. The plane might have been saved right there.

Always sad to see these. Here are some Metars for Moose Lake at the expected time of departure below, courtesy of a BT poster. Note the light rain going to moderate rain and lowering overcast ceiling to 1400' right at the time of departure. Also note the 3C temp drops to 2C at the 20:36Z metar at the time of departure time with it dropping to 1C in another 20 min and then 0C and snow shortly after that. Within 45 min of the expected departure time the vis had dropped to 2 1/2 sm in light snow with 800' ceiling. From his arrival earlier that day we see his last radar hit was at 2100', which is only about 1000' AGL, so since the plane never got high enough to get a single radar return on departure, it pretty likely the plane didn't get to more than 1000' AGL. And with an overcast ceiling at 1400' agl, the plane probably didn't get to IMC conditions yet. Weather was well above departure minimums at 300' and 1 mile but getting so little altitude begs the questions if he hit an obstacle. But the departure mins don't list any low and near obstacles for this airport so he should have had a clear shot out. NOTAMs do show an unlit obstacle but quite a ways south of the field and winds would have had him climbing north. Unless gusty winds got significantly worse at climb out, perhaps with downdrafts, to impede his climb performance its hard to imagine the plane hit something. But the rapidly deteriorating weather could have had him rushed to get out of there before it got worse. Another clue would be to know how far away from the airport the plane went down. I could see a river coming out of Moosehead lake to the north on Google Earth, but that looks a little small to be the river depicted in the picture with the boat nearby. Anybody have an idea? Hopefully the preliminary may shed some light on what may have gone bad but engines failures are very rare. METAR KMZH 082015Z AUTO 06007G16KT 10SM -RA BKN016 OVC02404/00 A3006 RMK AO2=SA 08/05/2019 20:16-> METAR KMZH 082016Z AUTO 06005G15KT 10SM -RA BKN016 OVC02404/00 A3006 RMK AO2=SA 08/05/2019 20:35-> METAR KMZH 082035Z AUTO 04006G15KT 5SM RA OVC014 03/00 A3005RMK AO2=SA 08/05/2019 20:36-> METAR KMZH 082036Z AUTO 04007G15KT 5SM RA OVC014 02/00 A3005RMK AO2=SA 08/05/2019 20:55-> METAR KMZH 082055Z AUTO 05008G15KT 3SM -RA BKN010 OVC01701/00 A3004 RMK AO2 P0001=SA 08/05/2019 21:15-> METAR KMZH 082115Z AUTO 04011G16KT 2 1/2SM -SN OVC008 01/00A3003 RMK AO2 P0002=

If the headsets where being sold with a Bose warranty that would have been very clear in the ebay posting. But instead, I'll assume the only representation of a warranty was merely that they could be returned within 30 days. At least that is what I am familiar with from having viewed the "Brand New" Bose headsets. There is nothing unusual about buying "Brand New", even un-opened merchandise without a manufacturer warranty on Ebay - in fact that is the norm. That's the trade off we make in getting the discounted pricing and have to ask if it's really worth the savings before rolling the dice. But it really makes checking them out promptly on receipt very important. Frustrating as it is, hopefully you'll still be $ ahead with 3 that are okay and all last past the normal warranty period.

How does that explain the GI 106A showing right side deflection rather than the left side deflection since its hooked up to your IFD440? The GI 106A is not autslewing (unlike the Aspen) and it doesn't matter what course the CDI is twisted too.

I loved my GMX200. It displayed Jepp charts just fine as well as weather. It was the older MX20 that had to slow of a processor to handle the weather products well. But when I had the above screen display issues I sent it back in to Garmin for repair and they fixed it fine. I had no further problems while I used it till I retired it and my GNS430Ws for a GTN 750 & 650. The 750 does everything the old combination GMX200 and GNS430W did ( or for that matter a GNS480). Sent from my iPhone using Tapatalk

Iam very pessimistic about it working on our Mooney doors. Note how delicate our piano hinge is which only attaches the bottom 1/3 of the door compared to the much beefier hinges used on the other planes that support the gas strut. Secondly, since we sit so low in our Mooney seats I imagine the strut could cause some interference with moving the seat forward. My seat only has about one inch clearance there and it's not oversize like many I see. I am skeptical. Sent from my iPhone using Tapatalk

BTW, here is a picture of the o-ring that needs to be replaced anytime the HP line is re-connected to the regulator. You'll note how deformed the old one is shown next to the new one which is why I pointed out above that perhaps a piece of old o-ring is causing additional restriction. Sent from my iPhone using Tapatalk

Interesting, I had not seen the different dash numbers on the portal corresponding to different tank sizes. The diagrams don't give parts breakdowns - just assembly specs. I do expect what you refer too as a restrictor is just a different sized one way valve in the portal. I haven't checked the Mooney IPC but wonder if Mooney spec's different ones for the two tank sizes they used? If so, that's a definite possibility that could be researched via the log books to see if the plane was born with the smaller tank size. In which case the air valve inside the valve can be replaced. But speaking of valves, there is also one that would have the same "restricting" properties at the inlet to the regulator. Plus this copper connection is protected by an -06 o-ring. A piece of pinched or ruptured o-ring seems like a good possibility for restricting the line. This connection is much more accessible that the O2 port to. Lastly, I would also inspect the 1/8" copper tubing between the tank and portal to make sure no kinks are pinching off the line. If the portal valve is suspect, the O2 tank will most likely need to come out to give access to the 4-40 nuts on the backside of the portal. Sent from my iPhone using Tapatalk

30 min is probably twice as long as it takes me cascading between a couple 220 cf tanks into my 115cf tank. The portal just has a high pressure valve much like on a shock strut- at least I am not aware of a restrictor beyond the valve - but it does whistle. You can call the folks at https://www.c-l-aero.com/ to verify and tell them you have a Scott O2 portal on a Mooney. Sent from my iPhone using Tapatalk

I bent mine several times over the years before I gave up and just bought my final solution - a Bogert bar. By design it’s impossible to slip off and much lighter and compact to boot. After bending my OEM tow bar repeatedly it lasted less and less time before straightening back out - it was getting softer. Sent from my iPhone using Tapatalk

No first hand experience, but know one owner that wasn’t happy and regretted not going with Artcraft - said it wasn’t near Artcraft quality. Should be able to find mention of it here in MS. Sent from my iPhone using Tapatalk

You wouldn’t be insuring for flight since it’s not flyable, but against fire, damage, theft etc while you are working on it in the hangar. So why not? Your lack of pilot certs or experience doesn’t matter. Experimental builders do this all the time to protect their investment. Sent from my iPhone using Tapatalk

Expect morning June gloom delaying arrivals from May into July anyway making it problematic to set a good date in advance. Later in July - August will greatly improve chances of getting in; especially for VFR only folks. I am looking forward to checking it out too. But I never had a problem with the old runway but was happy that it helped control the traffic. Next thing we’ll be complaining about is a lack of parking space! Sent from my iPhone using Tapatalk

I personally wouldn't try to upgrade Minflo. Don't you have a modern engine analyzer that is capable of integrating your FF? That is the real answer. Your Shadin FF transducer can be wired in parallel to a analyzer like the JPI EDM 830 or the 900 series. When the analyzer is integrated with your GPS both the GPS and JPI will be able to able to give you fuel remaining at Destination. I forget if the GNS530W will also give you range rings as well but the newer GTN and G500 MFD maps do give you range rings.You'll get much more value moving towards a modern engine analyzer if you don't have one already and if you already have one, its very easy to get your FF wired into it.

Sounds good. But don't be disappointed if it takes another swap to get it good. Coming from this far out its not unusual to take a couple rounds of swaps but this should get you real close.

That is too much work! But many of the cheap wire strippers have threads for small screws/bolts, including the 4-40 you need, which will enable you to trim them precisely with relative ease. Here is not such a cheap example from Spruce for $20, but you can probably get something similar from Home depot for half the cost. https://www.aircraftspruce.com/catalog/topages/crimptool.php?clickkey=174964

Mine was only $400 from AIA for overhaul repair for a rarer later 252 model. That was only about a year ago. Not sure how a new one built in '75 would be the same model as your K's since that pre-dates even the J model. But if it really is the same unit, you can't beat that!

If nothing modern is compatible, ditching the old radio for a modern one is much smarter long term. Sent from my iPhone using Tapatalk

A Garmin indicator (GI-106a) that supports GPS and ILS signals will be compatible with your future GPS. They can be found used (IIRC Approx $1600-1700) Sent from my iPhone using Tapatalk

I can only conclude they want to allow the cylinders more fuel to pool before draining out; since the new drains require more fuel before they'll drain. But I haven't seen an explanation. It's likely going to help with very cold starts which was the reason for the diverter valve anyway. Sent from my iPhone using Tapatalk

It might help if you mentioned which door. Mine has 3, inner, middle and outer. You may only have 2. I may have the middle. Which K model or year is helpful too. Sent from my iPhone using Tapatalk

Me too! But I don't think money even makes the top 10 list of things needed to be successful.

None of these engines are very new and an overhaul is no guarantee of these being replaced without their having been an earlier SB to replace them - to my limited knowledge there wasn't, just a new part #. But FWIW, my engine was last majored in 2003. It took about 2 weeks to get mine but I ordered them promptly. The hose did come sooner.

Exactly and just ensure through your knowledgeable AME that you are submitting everything the FAA will need to review. The last thing you want is to wait for months and they ask for something unexpected you could have submitted the first time yet find yourself waiting for more months. Only what I've heard as an instructor.

Then expect 3 months Sent from my iPhone using Tapatalk