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kortopates

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Everything posted by kortopates

  1. Not a limitation but actually your POH does provide a taxi/runup amount of fuel in the Sect 5 - Time, fuel and Distance to climb table. As an example, for the J the notes show that fuel is based on using 9 lbs. That’s fuel you can add above max gross weight the realize the POH performance numbers. Sent from my iPhone using Tapatalk
  2. Terminal mode has nothing to do with it, but perhaps you are full scale deflection on your HSI. So start with heading mode to get you on a proper intercept for the current DTK and then arm NAV mode OR update the DTK by pressing Direct and then NAV mode should work fine. TERMINAL mode just means 1 nm full scale deflection when you are within 30 nm of your departure or Destination, then it goes to Enroute mode which is 2nm full scale deflection. Sent from my iPhone using Tapatalk
  3. Technically Max Ramp = Max takeoff + Taxi/run-up fuel, if you want to take on the max fuel you can Sent from my iPhone using Tapatalk
  4. I’ve seen this before on students installation, but can’t recall exactly the solution but think you may need the ADC in your installation (air data computer components that for example would give you density altitude) Sent from my iPhone using Tapatalk
  5. Current firmware puts them on VNAV. VSR is available when there are altitude constraints such as on approach procedures. But for VNAV to provide VSR in the enroute portion you need to add altitude constraints to flight plan. Personally i prefer DST-distance over the XTRK field. Have plenty of track info on the HSI and GPS screen already. Sent from my iPhone using Tapatalk
  6. Exactly ^^^ (Skips post above), the GPS isn’t navigating till you create a flight plan and have an active waypoint. It’s only needs one but without an active waypoint there is nothing to display. Both the GTN and GNS work the same way. Sent from my iPhone using Tapatalk
  7. Thanks Joe and Happy Thanksgiving to you and all Mooneyspacers. Looking forward to getting back to Mexico myself very soon in the Mooney. Sent from my iPhone using Tapatalk
  8. Since you posted this in the engine monitor sub-forum and mentioned concern for grounding we thought we were discussing an engine monitor issue. With mechanical gauges there shouldn’t be anything electrical but more likely due to the proximity of the recent work done for your USB outlet; perhaps tech didn’t get them properly/fully reconnected when he did the recent work? MAP reads off an engine hose and RPM off an engine driven tachometer cable. Sent from my iPhone using Tapatalk
  9. JPI EDM monitor? Make sure the monitor is well grounded directly to the engine.
  10. Both GTN’s and Probably more than just the GTN’s such as smaller footprint IFR navigators but not sure - (not a fan of those). latest G1000’s too. Sent from my iPhone using Tapatalk
  11. Lateral guidance to every runway in the database and many with vertical guidance when obstructions don’t disallow. Of course strictly a VFR aide to help to make a stabilized approach. Sent from my iPhone using Tapatalk
  12. Wonder if he was referring to the visual approach on a GTN or Avidyne GPS. They can make all the difference in finding a hard to see runway. Sent from my iPhone using Tapatalk
  13. This one? https://aviation-safety.net/database/record.php?id=19991226-1 Luckily this sort of thing is extremely rare.
  14. i have an Ovation client with one of these - they pretty amazing. The cadillac of tugs for sure. Sent from my iPhone using Tapatalk
  15. Sorry to be the contrarian but i believe as pilots we need to be on UTC when flying, not local. It’s the aviation standard. Sent from my iPhone using Tapatalk
  16. Turbo's are the best bang for the buck; significantly enhancing my dispatch ability since I have far more weather options with the altitude abilities to climb quickly and above weather and then cruise significantly faster at altitude. Many thousand hours in Mooney's in virtually all models and no doubt in my mind that the 252/Encore is the sweet spot in Mooney effeciency and capabilities to do it all.
  17. Seems like your inventing an issue that doesn’t exist - at least not in my 20+ years using my transfil system. When i need to fill a tank, i remove it, put in my vehicle and drive down to my local gas supplier. Although i own my tanks, the gas supplier swaps out my empty for a fresh one and i return to hangar and reconnect it up. The whole process is done in about an hour including the 10-15 min at the gas supplier shop. My supplier is a big shop so i never have to worry about stock for Aviators O2 (ABO). But if it was a concern i just wouldn’t take my empty tank in till i knew i could swap it out. No need to ever make two trips. Especially with my large tanks that weigh over 100 lbs. Sent from my iPhone using Tapatalk
  18. After 15 years, Savvy is re-aligning its service tiers that will go into effect very soon next year. For our Savvy Analysis clients the service is being expanded to now include both Borescope analysis as well as Savvy Breakdown. Prices will also go up, the first time in 15 years. Associated with the Borescope analysis will be a format for submitting borescope picts that is in process right now. Clients are being notified over the next couple of weeks of the details and Savvy Pro clients will be offered a renewal discount from the price increase. https://mailchi.mp/savvyaviation.com/limited-time-offer-50-discount-on-savvyanalysis-pro-890450?e=710336d60c
  19. Agreed and i just have good progressive lenses and see my 900 just fine, just left of the radio stack. But a monitor off to far right would be a last resort since it’s well out of my scan. Although in a vintage panel options are very limited. Sent from my iPhone using Tapatalk
  20. I am a long time owner with over 20 yrs on our current 252/Encore and went a similar route as described above after a few years of ownership. I couldn't justify the high cost of a quality interior. It just looked like a lot of money for sakes of appearances and also thought I could save money using a local upholstery guy that actually came with some good recommendations from other satisfied aircraft owners. It looked nice and I saved money alright but it wasn't long before I realized it was at the cost of comfort. The guy used some standard foam, if he even replaced the old foam (I was never sure) and my sore butt was getting sorer on longer flights as time went on. Plus the leather he used was just cheap and looking tired after only a couple years. As I learned more about the proper way to build up an aircraft seat with different densities of foam I undersood why we were suffering on longer trips and started to plan my next interior improvements with Hector and just wished I had done it right the first time. I would have been dollars ahead, but it was a learning experience for me. I know there are lots of upholstery shops that do know how to properly build up a seat, I talked to several who claimed too, but when their prices matched or exceeded Hectors I didn't want to risk making another poor choice so I went with the proven winner by the shop that has probably done more quality Mooney interiors than anyone - and am glad I did. He does excellent work.
  21. Time for an EI R1, very affordable too: https://www.aircraftspruce.com/catalog/inpages/ei-digitalgraphic1.php?clickkey=5825967 Sent from my iPhone using Tapatalk
  22. Hector has done almost all of my entire interior in stages. Virtually all through shipping ground. Ground shipping cost isn’t that bad, they wrap everything well in bubble wrap- no need for crates. Hector is able to get the work done much faster when he doesn’t need to schedule room for your aircraft. Although i do all my own work, anyone's local shop can do the removal and re-install for you and save the time and trip expenses to San Antonio, which is sizable for me on the west coast. I much prefer the shipping route. Sent from my iPhone using Tapatalk
  23. The original Mooney hour meter you described was electrically connected to the original Mooney Tachometer/RPM gauge. If an EI R1 tachometer was installed to replace your original RPM gauge it replaced both Mooney indicators. It sounds like someone separately installed a hobbs meter; probably from it on a leaseback. Sent from my iPhone using Tapatalk
  24. Okay, that proves your getting pretty repeatable performance based on exactly as you say, how you fly your airplane. And 2500' to 50' is also very reasonable agreement with the POH depending on the specific. Earlier you said you needed a 2500' runway. But if your getting this performance without following the POH numbers this doesn't mean we can't get better performance when we need to it to operate out of a shorter runway. For example, when I don't have obstacles to be concerned with I am all about climbing out at Vy+10-20 kts to keep CHTs cool and give a good view out of the cockpit. But when I need to climb at steeper rate, such as departing from an airport with really no nearby off-field leanding spots or even more rarely, short with obstacles off the end. Then I'll follow the POH climb profile to get max performance. Doing so should get a J off the ground in under 1200', but if I was doing far worse, I would draw a different conclusion. First though, to get POH performace, you have to fly the profile in the POH. You didn't provide specific conditions but assuming a near fully loaded 2740 lb J at a lower density altitude of around 2000' it should lift off by 1200' and climb to 50' AGL in under 2500'. That's no wind at max gross weight. and rotating at about 58 kias and climbung out steeply at under 70 kias which will require about 12 degrees pitch. Per the POH this should get us to 50' by 2500' But this doesn't call for a minimum runway length of 2500', that's 2500 to get to 50' and and a standard IFR departure only requires we clear the departure end of the runway by 35' climbing at 200 FPNM to ensure standard obstacle clearance. But if I am doing much worse than POH performance, while using the POH numbers, I would be checking health of the engine since something is off such as possibly worn down cam preventing the cylinders from making full power.
  25. No not the 730 and 830's but perhaps you were thinking of the EDM-711. The 711, which is I see very very few of is indeed certified as primary for EGT, CHT and OT. But not the very popular 730 & 830.
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