kortopates

Yep, pretty cool. And boy what a pain when I have to detour around a Falcon heavy launch over one of my many Mooney Atlantic crossings!

That’s awesome Kelly - that’s a hugely wonderful gift to do all that. Sorry I can’t up with more appropriate words to thank you. Merry Christmas to you as well! Sent from my iPhone using Tapatalk

True. But Technically it replaces a fixed wastegste (a bolt) with a manual pneumatic wastegate. It's principal advantage is by replacing the terribly ineffecient bolt, it is able to very significantly raise the critical altitude from about 15k something to the lower flight levels. But it's still a manual wastegate controller that provides a very major improvement to the birds performance at altitude over the stock configuration. The 252 is yet another leap with an automatic wastegate, ceiling to 28K and many other refinements.

They should all have the STC. Its been over 15 years ago, but I recall the STC came in the box with the filter. Its not like the LEDs though where the same lights is used on virtually every Mooney airframe. The 252/Encore uses a different filter than the 231 since the 231 has a very different (untuned) induction system which is visible from the different cowling. I am sure your J would use yet a different filter as well. I think they're great filters over all and although expensive to purchase, not replacing them every year makes them more economical long term.

With the engine air filter you need to find out what you have their now. Many of us have upgraded the OEM paper filter with the re-usable K&N filter you clean with their solution and then re-charge with their oil. So check first. All available from Spruce. Sent from my iPhone using Tapatalk

I’ve never seen one on and older KFC-200 installation - just the newer KFC-150's. So I always assumed it wasn't an option till then - but don't know. But that said, I can't imagine it being a worthwhile investment. It involves a lot of labor to install. And the kicker is that it's totally replaced by modern glass like a G500. And then you have the expensive maintenance cost just with the altimeter alone - a source of many complaints among owners. Although you haven't experienced the high cost of maintaining these excellent AP, unfortunately it's just a matter of time till you do. [emoji853] Sent from my iPhone using Tapatalk

8000 DA is not really realistic for mountains in CO unless your only flying in the winter and flying at the tree tops. Summer time and climbs to enroute altitude will be much higher DA. Of course this is what Turbos are made for. Sent from my iPhone using Tapatalk

Timing should only shift a max of2-3 degrees, if even that much, between annuals. And when external engine timing is shifting, so is internal magneto timing and about the max for internal timing to shift before spark really weakens is ~4.5 degrees. Sent from my iPhone using Tapatalk

Spurious correlation! Sent from my iPhone using Tapatalk

IMO its much more along thorough transition training than the actual required HP endorsement. What I mean by that is that the airframe you do it in will dictate most of it. You won't get nearly the same (transition) training if you did your HP endorsement in a new SR20 or C182 compared to if you did it in any turbo or big bore engine. But if one is really looking to pull out of their transition training what the HP portion is, then @Bryan is right on for a new Turbo pilot, but it can probably be more generalized as "heat management" for most HP. But hopefully its much more than that, for example the engine emergency procedures don't get any more complicated than on turbo engines and it would be a real shame, especially in a turbo checkout, to not go through the emergency procedures and engine limitations so that the pilot understand what they're doing and why. Turbo HP checkouts should also include O2 requirements and use and that includes any longbody with a built in O2 system. But much more than trainer checkouts, the HP checkout should have a strong emphasis on engine management through all flight profiles which is a challenge since most checkouts don't get up very high. So think of it more as transition training specifically tailored to the airframe you are getting it in. It's just that only the first plane you do so in above 200HP will require the endorsement, but all the subsequent planes you do it in will still need comparable training tailored to what you really need in each new airframe.

I expect it will come down to "pay now or pay later". I expect you're looking at one because its priced comparably to that an airframe with a runout engine - given calendar time SMOH if not the hours. So be sure to get a realistic idea of what it will take to overhaul it to the LB spec. I don't have first hand knowledge on this, but given all the changes I would expect it should be priced well under a similar airframe with a LB engine since I'd expect will cost much more to bring the engine upto LB specs. I suspect you might find it more sense to go with a factory reman or overhaul given the cost; if they will take the GB core. But even budgeting for the extra cost of overhaul you'll still want to want to add on the Merlin and intercooler if your at all concerned about turbo performance. And if not, just stick with a J model. Hands down though, the best "deal" among the 231's is to find a 262 conversion. Then you'll have a real turbo with the MB engine used in the 252 without the cumbersome manual wastegate and another 10 kts on the same fuel flow if you believe the POH data.

Indeed - here is the exact wording - it appears in the cockpit section but notice the first line. I don't do it that way either, but I've never found a drip of water in my sumping in my 15+ yrs of ownership. 1. Cockpit Fuel Selector -- It is recommended that wing tank sumps be drained prior to draining gascolator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rt. Tank: Pull Gascolator ring (5 seconds) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lt. Tank: Pull Gascolator ring (5 seconds)

Modern POH's say to drain each tank for 5 sec each! That's a few seconds more than I actually do but I imagine enough time to ensure you'd find water if it was up to the fuel pick up level in the tank. Someone previously posted it would be a better idea to sump the tanks individually first just in case you did find water to prevent it from entering the line past the fuel selector to make it easier to get rid of.

But it’s much more rewarding to be our own dispatcher! Sent from my iPhone using Tapatalk

Yes, but that's from the Glide slope to minimums. The comments where about IF segment min altitudes before the FAF and glide slope. i.e. the altitudes to descend down to on the approach from the IAF till you can capture the GS.

To clarify, are you saying the approaches show the minimum altitudes with the step down fixes in the flight plan when you load an approach? That's helpful, but I understand there is no auto pilot interface like Garmins GAD43e that can can do VNAV with it. I was trying to find that in the pilots manual but could only find altitude constraints that provide the same functionality of the previous Vcalc functionality to descend to a certain AGL or MSL altitude within x NM of some Waypoint in the flight plan based on specified descent rate.

Going through the thread, I see mention of many of the pluses of the GTN's including RF legs, Voice commands, and visual approaches to every runway, but I didn't see mention of the VNAV functionality that loads minimum altitudes on each approach segment and allows you to specify your assigned altitude on the enroute portion and use this for VNAV. Its a huge feature in my mind and the FS510 capability to wirelessly load all nav data, both Garmin and Jepp data is another one. But the GTNs only support 3 of the 6 required RNP nav legs required for RNP approach approval, but I doubt we'll ever see a box for light GA with RNP approach approval since there is a lot more too it.

Just to close on this, the desired feature of typing the flight map data to the charted data is in our Savvy feature request queue for future enhancements. its not a high priority item though because it really doesn't help with diagnosing engine data, but its clearly helpful to the pilot. But I have no idea when we might see progress in this area.

Follow the instructions for obtaining the Savvy Test flight profile data here: http://content.savvyanalysis.com/static/pdf/SavvyAnalysisFlightTestProfiles.pdf It should be done at WOT at a power level no more than 65%. Pulling off the rocker covers and measuring valve lift or depression height in comparison to an adjacent cylinder will give you a quick idea if you have a cyl that isn't getting enough air. This needs to be done with a warm engine though so the lifters are still fully pumped up with oil. Its important to realize that a worn cam lobe is not the only way to cause an excessively rich outlier cylinder. You could also have a leaky lifter that's not fully pumping up with oil or a bent push rod from a sticky valve or even dry valve lash clearance out of tolerance. An even less invasive method that I've had some clients us is to compare valve lift is with a borescope, a little more subjective; but it should tell you if you need to look any closer. Yes, you should have measured your gami spread before ordering them, since few io-360's need them, but that's not to say gami's can't improve your mixture and few io-360's really do need them - just not many. You're getting good advice above.

@exM20K nailed it and there should be a picture of the filler neck showing this in your POH as @carusoam points out. But since yours is a 2005, i believe yours would have to have been a modification (My recollection is that is earlier than when this mod was done at manufacture) and therefore there should be a AFMS supplement added to your POH - which is required to be legal (at least here in the US). If you're missing this documentation you should be able to find it on the Mooney.com website under technical support. If you need it, print it out and add it to your POH. If you don't have the holes in the filler neck described above, then you are not legal for 102 gal capacity till you get the modification. I only say that because some people hearing the tank will hold that amount figure they can get the gas in without getting the mod to make it legal.

If you have GPS integrated with your analyzer, then your analyzer is recording your flight path. If you load up your data to Savvy, we provide a link to see your flight path on a map background. But the map isn't a time series on position - maybe in the future.

Think you got the help on codes you requested but understand that is not going to solve the issue you raise. Even without filing /G on a domestic flight plan they'll assume you are GPS equipped even when not because so few of the aircraft they work with aren't GPS equipped these days. You just need to be proactive about what you need. That is, as soon as your talking to approach near enough to your destination, tell them you have the Atis and are requesting what ever (ground based) approach you want or the visual. I always do that and have the approach loaded and briefed before I leave the enroute structure on vectors - and I almost always get what I request. But with very few surprises that way. Of course it helps to have familiarity with the airspace as well. Sent from my iPhone using Tapatalk

After listening to the tape I couldn't believe the pilot had a current flight review and wondered if he has a medical and if the airplane had even yet been annual'd or if he had a ferry permit. I searched the airman's database. I couldn't find any Larry Nelson in CO in the database that would be a potential match (assuming he really was a CFI at one time); and I also tried Lawrence and Laurence. I then tried Larry Nelson's throughout the country and none of the 22 hits looked like a good match to this gentlemen's credentials sited by his daughter and none of the possible ones had a active medical - but if he just got one that wouldn't show up this soon anyway. I reviewed Beechtalk's thread on this too, (I saw at least one of you here also contributed to that thread), and another very interesting witness account was revealed. It was pasted in as a graphic and was relayed second hand by a co-worker. But it says the co-worker stopped by the plane and pilot on ramp because the cowling was open and he had a broken dzus fastener and another one messed up so bad that it wouldn't hold either. So the pilot asked this guy if he had any tape to secure it, and the guy said he then noticed "several other fasteners were being held shut by blue painters tape". It doesn't relay any discussion about actually trying to fix these discrepancies but goes on to say the co-worker apparently called the tower to see if the tower had authority to call this plane back to the ramp. Given the witness account, it appears very unlikely he even had a Ferry permit; let alone an annual. I doubt an A&P would risk their cert by signing off an airplane with broken fasteners not holding that would be pretty easy to fix before flying to CO. Another item I noticed on the audio tape, assuming the audio tape wasn't shortened, there clearly wasn't time for a rusty pilot to do a meaningful run-up after he arrived at the runway area and before he took off. He starts taxing at 24:00 when the controller tells him right on Alpha and at 24:30 he's on Alpha when the controller tells him next left to Alpha One and then 45 sec later at 25:15 he is calling tower for departure and the ensuing discussion on deployed speed brakes begins. Did he do a runup on the FBO ramp after startup or did he really depart without one? We don't know, only that there was very little time between arriving at the runway and departing. If the pilot was having a medical event that was going on pretty much the entire time wouldn't that it make it very unlikely he'd be able to get as far as he did to KSAF? Not conclusively, but sure seems unlikely. If he did have a ferry permit, he would have been limited to day VFR only, yet it was dark at his arrival to SAF and apparently not talking to tower when he went down a mile from the airport. I'll leave out my thoughts about 3 of the 5 hazardous attitudes for now in case this really was a medical issue. But it was so sad to hear this plane depart with an obviously very rusty pilot that shouldn't have been flying alone; especially on x-country flight in the mountains in a plane with questionable airworthiness concerns and at night. I can't help but wonder why his daughter didn't intervene.There was also reference to him following her on a x-country solo flight years ago implying she was also a pilot; at least years ago. Regardless though, I really believe there are take away's for us all by trying to understand these disasters and what we might do to avoid these. We're all getting older! One I've learned about from discussing some similar ones is the need for us aging pilots to appoint someone else we trust that's knowledgeable about our flying skills that can tell us when its time to start hanging it up or to really increase our level of currency training and increase our personal minimums. We really need to be able to trust objective criticism about our decreasing abilities when the time comes.

I don't understand your point, none of those TRACONS are as large or as busy as the SOCAL TRACON that @ilovecornfields was giving the example case for using FF. Based on FY16 data, SOCAL is the busiest and largest in the world with over 2 1/4 million operations over 18,000 sq mi of airspace, New York is #2, and then NORCAL is #3 and nothing else tops 1.5 mill operations. POTOMAC is #4, Philadelphia-Consolidated is a distant #10. In my busy SOCAL airspace, as a Lead FAASTeam rep we are doing everything we can to get GA private pilots to use FF when VFR. In order for us to be able to share the complex airspace with the rest of users we really need to help ATC do their job in separating traffic by participating in the system. We are constantly in danger in loosing more of our airspace to Class B or C largely because of the pilots who refuse to participate making it much harder for the rest of us. Especially the latest fastest growing segment of pilots that think because they have Ads/B In that they can be their own controller! Others have made the case for benefits of FF, but I am making the case that if we all work together and participate by talking to ATC they have far less reason to take away more of our airspace. Some examples of how non-participating aircraft create a pain for the the system are: We get GA pilots flying right up to the boundary of class B not intending to penetrate it but since they're not talking to ATC, the controllers have no idea what their intentions are. So when a controller sees a plane squawking 1200 headed for an IFR commuter or airline he's not going to wait to see what you do but start moving the airliner, since Class B airspace deviations are common. And if conditions are right between the two planes, like a climbing GA plane and a descending airliners (vice versa) our actions can cause a TCAS RA and the detecting traffic has to take immediate action increasing everyone else's workload because someone thinks its their right to fly around on the edge of busy airspace without talking too anyone. These actions will just cause us to continue to loose more airspace. For example, for the past decade we've been fighting to keep Long Beach airspace (under the Bravo) from going Class C, but it appears we may be losing the battle and pretty soon. Other problems are that unless your mode C altitude has been verified by talking to you, they can't trust it and have to give you a larger bubble of airspace. I am sure all participants have heard the the controller call out a target and say "altitude unverified". I implore anyone that feels they don't need to participate to take a tour of their local TRACON, they are generally available. My TRACON does one every month and I schedule tours for all my students. I am confident that once more knowledgeable from attending such a tour all will make the right decision to use FF. Even going out to the practice area to do maneuvers. Also we're very fortunate to have a Controller responsible for doing outreach with a suitable budget and time to give presentations to our pilots throughout the TRACON. Its truly a 2 way street and we've given him an education from our perspective that controllers have to be there for us, so recognizing it can be tough sale for some pilots that don't want to talk, he listens to pilot concerns about being dropped etc and takes those back to his colleagues and its made a positive impact on our services here as well. We have for the most part only a couple sectors that can get so overwhelmed that they really do don't have time to give VFR FF. But even when that's happening the better ones keep you N number and say they'll call you back in 10 minutes (its almost always just a few minutes later) or some will ask you to call them back in 10 minutes.

I certainly agree with you there that any increase in air or fuel causes this positive feedback loop to reinforce it. But make sure it isn't being triggered by some misfire for the reasons I mentioned. I see it a lot and deeper you go LOP, the more sensitive you are to this since power is beginning to drop off quickly. If I recall correctly, you're a client of ours so don't hesitate to send create to send an analysis request and I'd be happy to help you look at it. But include it with some Savvy test profile data so we can check both mixture and ignition. What your describing seems a bit severe for changes I would consider are pretty normal for a manual wastegate. Anyway don't hesitate to send in some data. There was some changes to the latest fuel pump configuration if you got your part no on it updated as well to the latest configuration. They added a galley that now allows fuel to pass through at ICO, unlike prior configurations, affecting the previous recommend method of circulating hot fuel with the pump at ICO for hot starts - now you have to be careful not to flood the engine using that technique. Sent from my iPhone using Tapatalk