kortopates

FWIW, Garmin Pilots interface for MOS data is not having a problem, so its definitely on the Foreflight side; probably for exactly the reasons Scott cites above. ah, duh, just saw Chris showed a screen print from GP.

The pilot has been identified as Chris de Bar http://www.kathrynsreport.com/2019/02/mooney-m20-fatal-accident-occurred-on.html Per the article, the plane went down Friday evening, and it wasn't till about 2:41pm Saturday that the burned plane was found at 1000' below the summit and reported by a hiker. And the most shocking part is that he is/was a brand new pilot. Perhaps he just got his private - or perhaps not. Either way it was no place for new pilot to be. So Sad. Personal Information CHRISTOPHER LAWRENCE DE BAR 8025 BOREN LN GRANITE BAY CA 95746-5877 County: PLACER Country: USA Medical Information: Medical Class: Third Medical Date: 10/2018 BasicMed Course Date: None BasicMed CMEC Date: None Certificates STUDENT PILOT Certificates Description Certificate: STUDENT PILOT Date of Issue: 10/24/2018 Limits: CARRYING PASSENGERS IS PROHIBITED.

I used to think that too, but the fact is all the best technology doesn't make up for complacency and a lack of flight planning. And not that many of the vintage Mooney's (not that we even know which model this was) have modern avionics, let alone piloted by people that really know how to utilize their avionics beyond the basics. Many years ago we saw 2 CAP pilots fly a new G1000 equipped C182 into Mt Potosi on a night VFR flight. Hard to fathom how that one happened too with 2 pilots onboard with such a panel.

All very good responses above! As a professional that has reviewed a great amount of data on turbo engines I can also add what I see owners doing incorrectly that leads to harmful operations. With a normally aspirated engine flying at altitude most people can't hurt their engine since the max WOT power at altitude will quickly drop off to where it doesn't at all matter where you leave the mixture. You may not get the most efficiency but you can't hurt the engine once you get up there to where you are operating at less than 60-65% power. But with turbo's where we can operate at 100% power up into the flight levels engine management becomes much more critical; especially for those operating their engines aggressively at 70 and above % power. Its much safer and better to learn how to operate LOP at say 60% power than say 75% power but not everyone does so. The most common issue I see is that pilot owner believes he's operating LOP when in actually perhaps a couple of cylinders are LOP while half or more are on the ROP side squarely in what we refer to as the Red box at too high of a power setting. This happens because the pilot is trying to use a proxy for determining LOP before doing their due diligence to verify every cylinder is at least far enough LOP for % power setting being used. Gami publishes excellent conservative guidance on both how much ROP or LOP your cylinders need to be based on percent power. This will have you flying richer, if ROP, than the poor guidance given in the POH and give you very safe LOP targets as well. Its what I recommend to all of our Savvy clients when they have questions or clearly are operating outside of the boundaries. The most common misused proxy with the turbo's is using TIT. TIT can be a useful proxy, but one can't rely on say, leaning till 15 Lean of peak TIT at 65% power and expect every cylinder is at least 15F LOP. Till you do your homework to actually do the data analysis and find out where each cylinder really is you may be surprised to learn that only 1 or 2 cylinders are 15 LOP and the rest are at peak or ROP. You may learn that you need to be 30F or more lean of peak TIT to get all the cylinders to at least 15F LOP, which is why proper leaning for LOP is done from the last to peak or richest cylinder. Mike Busch is famous for recommending CHT as a proxy, but Mike knows his engine intimately well and operates his engine very conservatively in below 65% range where he doesn't need to be concerned about the red box is running LOP for max efficiency. None of this is too say that the cause for the OP's cylinder issues are due to engine miss-management since all the above issues are just as applicable, but if the turbo engine isn't being managed properly its much easier to abuse turbo's than the NA engines. For completeness the recommended mixture settings from Gami are: In addition to the CHT caveats I also recommend not exceeding a TIT of 1600F even if your max TIT is 1750F to maximize turbo and exhaust component longevity. Your exhaust system will thank you for it.

Very true! But most of our mooneyspacers don’t get out of the US to see lower flight levels. Sent from my iPhone using Tapatalk

How high are you planning? Much written about dogs at altitude here. They do fine into the upper teens without O2. Would not venture into the flight levels with a pet onboard. Sent from my iPhone using Tapatalk

Ironic you would post that example. I remember that accident very well, hard to believe it was back in 2005 since it seems much more recent. This was pretty heavily discussed on the Mooney list and perhaps Mooneyspace since the pilot had gotten his instrument rating by one of our well known Mooney instructors. I don’t know if we can call it good example of why climbing may not be a good strategy. I am of the opinion it depends on the circumstances. But IMO this is an excellent example of what happens when you do nothing till it’s too late and not having any options to get out of it. When he finally did take action, starting a climb already iced up not really knowing where the tops were sealed his fate. Sent from my iPhone using Tapatalk

There is always the possibility of losing GPS when in the vicinity of a GPS jamming device such as these devices: https://www.perfectjammer.com/gps-blockers-jammers.html Its been a few years, but there was one very sensationalized case of when a delivery truck driver was parked at Newark International with such a device in his truck to disable his employer's tracking device. The jammer brought down all the GPS approaches in use for several hours till they located the source of the jamming. As I recall it was an IFR day and it caused real havoc with approach traffic. Don't recall if the driver got prosecuted or to what extent. The above website implies its not illegal (so they can sell them) but it is most definitely is illegal to intentionally block, jam, or interfere with lawful communications, such as cell phone calls, text messages, GPS systems, and Wi-Fi networks (see https://www.gps.gov/spectrum/jamming/ )

I would bet on interference or jamming but at look at the satellite page would show if you just don't have an unobstructed view of the sky or your not getting any signal at all. Here is the article about military testing that is expected to shutdown GPS for many in the south east (but I assume to far south to effect KLNS) starting today: https://www.aopa.org/news-and-media/all-news/2019/february/05/gps-adsb-may-be-unavailable-in-southeast-during-interference-tests?fbclid=IwAR3bg-geSQOBNKqeASez_KrrsAfddnUZQ-iZj62elkkMCNKNWfd3VtSgy0Y

When this has happened to you both, what did you see on the satellite page? No satellites at all? If so I would suspect jamming when you otherwise always have great signal strength. Sent from my iPhone using Tapatalk

Thanks Clarence, after re-reading your post I realize now you were talking about an Ovation, but I misunderstood originally and thought this was a Seneca with a TSIO-360 with possibly a sniffle valve not up in the aluminium tubing. I understand you better now. I have also seen the aluminum tubing get chaffed through going to close to the engine where it comes down below it to the mate both sides just before the hose junction.

Is that just a single sniffle valve at #30 with the hose before it? If so, I imagine that engine was running really rough. Interesting though, as I thought all the TSIO-360 installations had the sniffle valve where the aluminum tubing joins the 3 cyls on each side.

It most certainly can take off at max gross weight, but I am a bit confused since the POH's (from memory) will refer to a maximum ramp weight which is 8-12 lbs more than max gross weight which enables you to taxi to the runway a bit overweight in order to takeoff at max gross weight.

Earlier ones were painted before they went to anodized at some point.

And you as well Eli. Thanks

That's too bad. My ceilings where twice that high, but even the mountains where obscured all day and I much prefer IFR to navigate the Bravo. But even so it was an easy IFR flight, IMC to 8300' on the way out and then smooth sailing above the tops at 15000' with a nice tail wind giving us 217 kts over the ground. On the way back pretty much the same except for some nasty clear air bumps in the descent down to 10K as we approached JLI but that only lasted a minute or so. Then it was vectors to the final for the localizer IMC. Steve @stevesm20b was an excellent host and came out to greet us after arriving later than expected Unfortunately, not only did me miss getting Steve's girlfriend Julie and friend Sean in the picture, we also forgot to get another picture when Charles @xcrmckenna showed a bit later.

There are no bladders for the K models- just through the J model. But don’t worry, a properly done reseal (not just a patch job) will also get you leak free tanks likely well beyond your ownership years. Check with Weep No More, or Wet Wingologist or the MSC in Troutdale OR - they all specialize in reseals plus a couple others do it. Sent from my iPhone using Tapatalk

We're on our way, but probably won't get there before noon mtn time, but probably by 12:30pm. Would be great to see you there if you two can make it. But doesn't look like many will be joining us.

Its a Mooney part #, but notice there are 4 different part numbers listed with different effectivities depending on your year. Some, like the last one, also list the part source. As @carusoam Anthony said, calling Lasar or your favorite MSC with your year/serial number will get you what you need. Or if you expand on what year/serial number perhaps Clarence will narrow it down for you.

Where are you based Eli? I am at SEE.

Thanks, and it just dawned on me that's Mountain time. An hour a ahead of my socal time!

We might be able to join you, checking on it now but is looking fine from SOCAL; just gotta make sure I can get back in okay too. What time do folks expect to be there?

One thread on this tragedy is enough

You didn't say what year or model of the K you have. The vacuum still have a CB to operate the electrical relay and annunciator. There are some easy ways to tell in addition to what Lance suggested. If you have the Standby electric vacuum as most K's and all 252s & Encores do, verify they don't raise with just the master on but do raise with the electric standby vacuum on since that will provide the necessary vacuum to deploy them. Also you can get under the main wheels and look for a bicycle cable conduit traversing across the rear of the gear well area from the center belly to the speed brakes.

You can confirm looking it up in your IPC Sent from my iPhone using Tapatalk