kortopates

You'll be able to sense the engine is dying right away. Since it takes longer than what you allow with a quick flip of the key to the off, soon as you have the key back on Both the engine resumes running just fine. It does not need to come to complete stop for you to sense you have removed the spark for a second and the engine is dying. You might need a demonstration by your A&P or someone that's experienced. Its a shame though that you weren't taught this during your primary instruction since its a safety issue before you go push the plane back into its parking place or hangar. But not all CFI's know this unfortunately. Incidentally, shutting down the engine with the ignition key potentially creating a dangerous conditions with fuel still in the cylinder ready to be lighted off with a single release of an impluse coupling. But yes the key would have to be left in too.

It can’t pop turning backwards! Sent from my iPhone using Tapatalk

I’ve done it multiple times including BIG radial engines. It’s not that hard once you have had training. But no one has any business trying without prior training on how to do it safely- the stats speak for themselves. Sent from my iPhone using Tapatalk

It’s testing that the P-lead is not grounded before shutdown. Everyone SHOULD have been taught this by their instructor - preferably primary! Doing the run up test it too but after any flight you need to re-test that the p-leads are STILL not grounded before getting out and grabbing the prop! Sent from my iPhone using Tapatalk

Exactly right, but there is a genuine need to move the prop by both mechanics and pilots - you just gave an excellent and very common example of needing to move the prop to hook up the the tug or tow bar. So how do we safely move the prop without getting hurt from it in case the p-leads are not grounded? Mechanics are taught to turn the prop backwards when moving it - this will prevent the impulse coupling from releasing.

Although I totally agree in principal, the article doesn't tell us how he got hit. Was he hand propping? Did he get out after starting to pull a chock? Did he ....? I am sure still very preventable regardless and sad never the less.

I wouldn't expect anyone without at least front shoulder belts to defend their position. Not withstanding we realize we have well respected Mooneyspacers without them - It's not defensible. Its just like saying some peoples lives aren't worth the effort or cost to install shoulder belts. http://alphaaviation.com/mooney-minor-change-kit-m20-a-thru-g-and-early-j/

Nice, but not quite the same since yours has the tail strobe firing in-between your sync'd wing Orions. That could be evening out the draw - I don't know. Sent from my iPhone using Tapatalk

It's a Orion 500. Part no will depend on 12v vs 24 volt. Like the 650, it's a combination strobe and nav light. Sent from my iPhone using Tapatalk

Whether it's your forever airplane or not, your survival as a pilot, as well as your precious cargo, will be greatly enhanced with an engine analyzer and the knowledge of how to use it. These days good airmanship includes the knowledge of how to manage and monitor your engine. Sent from my iPhone using Tapatalk

As far as I know, they haven't rented anything for years. All I remember hearing back when they closed long ago was for "health reasons". Maybe one of our MSers from Arizona might have more accurate info but they haven't been a rental source for tools in a long time. Its a shame, as they were the only such service around. Although you can get the nose shock disk compression tool from LASAR with purchase of disks, but that is about all I know of that you can rent or borrow.

This is of no help to you, but luckily for me, the EDM 900 is impervious to the fluctuations. Sent from my iPhone using Tapatalk

I just can't imagine paying the likely 40 hrs install cost for an old KLN that adds virtually nothing in resale value to the airframe. Whereas an old but still modern GNS430 adds value and capability for just a little more and at near the same install cost. Then you'll have a install that is upgradable; either to WAAS if you want to start real cheap or to a current Avidyne unit. Of course actual install cost will depend on what you have to interface with, how much moving around you might do and if you need a GPS compatible CDI etc. Sent from my iPhone using Tapatalk

The only thing left is consideration between the 2 underwriters IMO. Some have a much better reputation than others and differences in policy that would make the $70 a no brainer to me. Sent from my iPhone using Tapatalk

Most don't, and we all know as pilots time in a C model for example carrys over very little to an Acclaim. But I would agree short body to short body etc, but not NA to Turbo as another difference. Sent from my iPhone using Tapatalk

I believe JPI says 40 hrs without fuel tank calibration on their website. If a first time install, thats optimistic. For a 900 new hoses for a few sensors need to be made up as well (oil press, map, fuel pressure). Replacing one and a installing new one from scratch are 2 different things entirely. Sent from my iPhone using Tapatalk

I get that as well, but just on the load meter, which shows the amperage draw when they fire. The regulated voltage is quite stable but the amps go up and down. Turning them off amperage is steady. Shielding should only affect noise, which I have none. I have nothing in the panel though that is effected other than the amp fluctuations shown on the load meter. In my case, I re-used the original shielded wing wire for the wing lights but had to pull a new unshielded sync wire. For the tail I pulled new shielded wires since that was a strobe only before and I would have had to pull more than 1 wire.

That's strictly a personal choice. Obviously if your crystal ball tells you won't have any claims your first year you could take the one hundred savings now, or possibly be out a $1K more if that terrible gear up happens or even hitting a pot hole hole dip with the prop. Roll the dice and decide what you think is best for you. But I wouldn't put that much emphasis on the dual requirements since you intend to work on your instrument rating asap.

Common problem. It's stainless. Send your broken one to the above shop for duplication. Install it as a owner produced part. Probably cost you a third of the new cost and will be identical. But obviously send them some pictures first for an estimate. Sent from my iPhone using Tapatalk

Only way is to sell your 231 and buy a 252 or 262 - it's no longer possible to go from a 231 to a 262. that ship sailed many years ago. If you can loose the vacuum pump, you might be able to mount a backup or standby alternator on the vacuum pad. Sent from my iPhone using Tapatalk

Could it be no to little time in the last 90 days or more. Low time and no recency could trigger the max. But since your starting your IR soonest, it seems it will hardly matter. Good luck with the purchase and training! BTW, I was cracking up thinking of you "dueling" for 10 hrs waiting to read the insurance made the typo on your policy. It's Dual [emoji846] Sent from my iPhone using Tapatalk

Mooney has them - or did a few years ago when I got my cowl flap motor overhauled. You can order one through your favorite MSC or LASAR. Sent from my iPhone using Tapatalk

Call LASAR. They repair them - either yours or if they have one available for exchange. Much less expensive than new! Plus comes tagged with paperwork. Sent from my iPhone using Tapatalk

I resemble that remark but although far from a youngster, I was taught to use the right tool for the job and never take destructive tools like a chisel and a hammer, or even vice grips, to an airplane. Here is how I torque the vacuum pump back on using a snap-on vacuum pump crow foot. They make one for TCM fuel pump nuts which is also helpful. But of course you old timers could teach me plenty! Sent from my iPhone using Tapatalk

Yes, good lesson. Textual winds are always true north whereas over the ATIS they will be corrected to magnetic. But 320 true = (320 - 13 east variation) = 307 magnetic winds vs runway 311 heading magnetic —> yielding 4 degrees from the left. Sent from my iPhone using Tapatalk