kortopates

these are on a 252 but should be the same, there are some nuts missing as these were taken during a removal or installation Sent from my iPhone using Tapatalk

I think they’re bicycle handle bar grips. Sent from my iPhone using Tapatalk

The DFW/Alliance PPP is going on with 23 pilots and Mooney’s as far as the eyes can see. Sent from my iPhone using Tapatalk

Only what i would refer to as light LOP with a few notable exceptions. Sent from my iPhone using Tapatalk

Although it really wasn’t up to Jacques after he was gone. The fact is that the Continental 550’s are amazingly more efficient than the Lycoming that can only barely run LOP, with few exceptions. While the 550’s do LOP incredibly well. Not that i would, but pilots find they can run 100F LOP smoothly! That supports excellent range and endurance and is why almost all the others manufacturers use variants of the Continental 550’s for some time now. The notable exception is the Lyc TIO-540 350 HP used in the Malibu which is a good LOP performer but in a different class. Sent from my iPhone using Tapatalk

I know Ralph is doing a night flight tonight with someone but there will be opportunity to fly Friday night as well.

Put your monitor in Normalize mode while in cruise and it will be easy to see as erratic EGT changes. Misfire comes in all degrees from barely noticeable to change in underwear required rough.

You folks are working to hard with database updates. If you have a GTN, take advantage of the FS-510. No more messing with DB cards that no longer need to come out of the unit. With the FS-510, all the data downloads to Garmin Pilot which then transfers it via wifi to the GTN. GTN then synch’s it with all your other Garmin devices seamlessly. Don’t have a G3x, G500Txi user here , so if the G3x doesn’t synch i imagine this may not work either but anyone interested would have to check on that. But works well with my 2 GTN’s, G500 and GI-275. Sent from my iPhone using Tapatalk

50F ROP is maximum CHTs, about the worst place to operate an engine. Richer would have brought the CHTs down on the ROP side. But LOP is coolest. Sent from my iPhone using Tapatalk

Unfortunately nothing under $139K Sent from my iPhone using Tapatalk

85+ is also going to work out great for the J since Vg is above that till its lighter than 2300lbs, but in the J not really concerned about a minimum slipping speed like the K's and up.

Quite a chilling story Don! thanks for sharing. Sent from my iPhone using Tapatalk

I don't know, I am sure its possible but after 25 years of flying is lots of precipitation at all altitudes in our 252/Encore I have not gotten a single crackle. But I am also not flying up at the artic circle either. An earlier 231 I had did have them so I wondered if they did anything, but I am not planning to add them to my 252. There is no requirement for them either.

Good point, I do practice with students at safe altitude to determine what their altitude loss is doing a power off 360 turn at a 45 degree bank. We wait till 5K AGL pull power and then count for 4-5 seconds to allow for the startle effect, But instruct them climb out at Vy to Vy+10 to 15 kts. Never Vx, I think its real clear that you don't have 4-5 seconds to push at Vx since at Vy 4-5 seconds is on the edge (hence why using 5000 agl to practice this). Then we double the pilots altitude loss and add another 50% . After practicing this 3 times, with typically each try improving, we usually arrive at 800-900' minimum altitude. Then we'll test it out, climbing out into the wind, wait to the minimum altitude, retard the power, count 4-5 sec and start the turn. Almost always its successful with a little wind. A lot of wind the challenge flips to getting down without building up excessive speed, so I encourage slipping at best glide (min of 85+ kts) and adding drag once the pavement is guaranteed. We discuss landing gear up if we don't have adequate room to rollout to a stop or landing on a rough surface that we don't expect to be able to control direction and safely rollout.

Thanks for reminding us all that the most important step is the first step to brief the emergency plan, such as if you don't have enough speed before the halfway point to continue (vs run off the end) and if you should loose the engine what you'll do and at what min altitude. Its not having any plan that often leads to things going very bad including a stall spin. We all have to be mentally prepared to do what's necessary. Many fields don't have any good options, but nothing is worse than stall spinning in from not pushing at the loss of engine power.

When the factory shipped brand new Acclaims over to China only the tail was removed and then re-assembled at Mooney in China. It’s really not a big deal at all. Mooney’s are recovered that way on flat bed trucks all the time. Sent from my iPhone using Tapatalk

@redbaron1982 did you happen look up the winds at the time of the incident? That worked out extremely well. i am guessing he had over 10kts of headwind on takeoff providing a good tailwind on return to pull this off with just over 600 agl. I’ve done the emergency turn back a number of times in different Mooney’s and wouldn’t attempt it at that altitude with calm winds but with winds over 20 kts you’d still be struggling to get it down in time without a long runway as apparently this pilot did. good job! Unfortunate it got some damage but in the end all we really care about is the occupants. Great to see such a good outcome. Just a couple days ago we lost 5 people in a Baron departing from Catalina in the dark Sent from my iPhone using Tapatalk

I think the question comes from the second picture where the light appears like it might be on the ground. But I think it’s an illusion created by the Avionics shelf and the light is actually in the belly, not on the ground. Sent from my iPhone using Tapatalk

i’d be most concerned about the JPI harness if it showing any signs of chaffing - now is the time to easily replace it and route away from interference. Sent from my iPhone using Tapatalk

Thanks for sharing, if i was going to make any changes i’d try their recommended high altitude harness first. But i’ve been free of any high altitude miss yet i know some gap their plugs at the maximum width for the Surefly which isn’t helping. Sent from my iPhone using Tapatalk

Never seen high altitude miss with a surefly or on any EIS yet, so not concerned. Leaking wires is a different scenario. I would fear pumping moisture into the Surefly to pressurize the cap would merely serve to reduce its reliability by promoting much faster corrosion. That’s one of the main reason our pressurized mags don’t last as long as unpressurized mags. Sent from my iPhone using Tapatalk

The one piece belly doesn’t go beyond the rear seats - not too avionics bay and battery area. Sent from my iPhone using Tapatalk

I know, isn’t that nuts! We’re grounded when a beacon or strobe goes out yet the government can spend months repairing a critical piece of infrastructure. Sent from my iPhone using Tapatalk

I don’t know, those of us that fly a lot prefer untranslated metar and taf’s. Plain language adds so much clutter it’s much harder to scan them whereas in abbreviated form i am looking at one line metars and i can immediately see whatever is important whether it be winds or ceilings. Same with TAF’s. Iam all for standardizing on ICAO so when out of the US i don’t need to figure out any obscure abbreviations- they will be mostly the same no matter where i am. ( different countries use different features so they are never identical) Sure i’ll need to adjust to some changes but i don’t thinks it going to be any harder than prior changes to ICAO that we’ve gone through in the past. Flights service does a reasonable job of categorizing NOTAMs so i know where to skip (obstructions and UAS) and pay attention to airport, runway, navigation, communication’s etc don’t get me wrong, there is still lots of room for improvement (like obstructions that shouldn’t matter to fixed wing aircraft) but only plain language for all isn’t the answer imho. Sent from my iPhone using Tapatalk

There still important to fly any VOR approaches. Not legal if it’s not operational and we are required to monitor them flying a VOR approach using RNAV. Not to mention they still make up our backup MON. Sent from my iPhone using Tapatalk